The Construction of the Panama Canal (Illustrated)

The Construction of the Panama Canal (Illustrated) was written by William L. Sibert (Brigadier General, U. S. A., Former Member Of The Isthmian Canal Commission And In Charge Of The Building Of The Gatun Locks And Dam And Of The Channel From Gatun To The Atlantic Ocean) and John F. Stevens
(Former Chief Engineer And Member Of The Isthmian Canal Commission). It was published in New York in 1915. (396 pages) Very detailed account of the building of the Panama Canal from 1904 to completion in 1914, written by two of the main people involved in its construction.

There are 29 pages of illustrations, diagrams and figures included at the end of the book.

The Publisher has copy-edited this book to improve the formatting, style and accuracy of the text to make it readable. This did not involve changing the substance of the text. Some books, due to age and other factors may contain imperfections. Since there are many books such as this one that are important and beneficial to literary interests, we have made it digitally available.

Preface:

.....While the authors of this book are in general accord as to its entire contents, Mr. John F. Stevens wrote and is responsible for Chapters II to VI, inclusive. These chapters cover the operations in connection with building the Canal prior to the spring of 1907, often referred to as the ''Preparatory Period."
.....The introductory chapter and Chapters VII to XX, inclusive, descriptive of the work after the spring of 1907, often referred to as the "Construction Period," were written by William L. Sibert.

Contents:

PREPARATORY PERIOD: 1904 TO MARCH, 1907
Chapter I. Introduction — Chapter II. Sea-level versus Lock Type of Canal — Chapter III. The Reconstruction of the Panama Railroad — Chapter IV. Prosecution of the Work — Chapter V. Development of Working Plans — Chapter VI. The Housing and Feeding of the Force — Chapter VII. The Assemblage and Management of the Force

CONSTRUCTION PERIOD: MARCH, 1907, TO APRIL, 1914
Chapter VIII. The Adopted Project — Chapter IX. Changes in the Adopted Project — Chapter X. Changes in Dimensions of Parts of Canal — Chapter XI Designs for Permanent Buildings and Locks — Chapter XII. Construction from Colon to Gatun — Chapter XIII. Excavation and Concrete Work at Gatun — Chapter XIV. Construction of Gatun Dam — Chapter XV. Gatun Lake — Chapter XVI. Construction from Gatun to Pedro Miguel - Culebra Cut — Chapter XVII. South End of Culebra Cut to the Pacific Ocean — Chapter XVIII. Municipal Engineering — Chapter XIX. Shops and Terminal Facilities — Chapter XX. Operation of Panama Canal — Chapter XXI. The Work and Its Cost

Excerpts:

.....As planned, the sea-level canal was to be only 150 feet in width, for 20½ miles; 200 feet for the same distance; 300 to 350 feet for 8 miles; and 500 feet for 10 miles. Or, for nearly one-half of its length it was to be only 150 feet in width, and for five-sixths, not over 200 feet. The alignment through this narrow channel was tortuous, and for long distances the lower part of the section would have been through submerged rock, a state of affairs constituting an absolute menace to safe navigation.
.....Contrasted with these features, are those of the lock type, which was adopted: for a distance of nearly 20 miles, a minimum width of 1,000 feet; for 16 miles 500 to 800 feet; and excluding the locks the remaining 9 miles of 300 feet, with infinitely better alignment. Lake Gatun alone furnishing miles of easy, long stretches of navigation, where a fair rate of speed can be maintained for almost any class of vessel.
.....Men experienced in navigation have expressed the opinion that it would have been extremely hazardous, if not impracticable, to have driven a ship of any large size through the sea-level channel, as designed. A certain rate of speed must be maintained to provide for steerage, and at such necessary speeds, the danger of colliding with the banks would have been very imminent. Bearing this fact in mind, with the knowledge that these banks would have been of rough, and in many cases, of jagged rocks and the whole situation complicated with cross-currents formed by the flood-waters of the many streams, the proposition seemed one of more than doubtful value.