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Is a Ship Canal Practicable?: Notes, Historical and Statistical, Upon the Projected Routes for an Interoceanic Ship Canal Between the Atlantic and Pacific Oceans, in Which is Included a Short Account of the Character and Influence of the Canal of Suez, and the Probable Effects Upon the Commerce of the World of the Two Canals, Regarded Either as Rivals, or as Parts of One System of Interoceanic NavigationAbert, S. T. (Silvanus Thayer)

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Is a Ship Canal Practicable?: Notes, Historical and Statistical, Upon the Projected Routes for an Interoceanic Ship Canal Between the Atlantic and Pacific Oceans, in Which is Included a Short Account of the Character and Influence of the Canal of Suez, and the Probable Effects Upon the Commerce of the World of the Two Canals, Regarded Either as Rivals, or as Parts of One System of Interoceanic Navigation

Name: Is a Ship Canal Practicable?: Notes, Historical and Statistical, Upon the Projected Routes for an Interoceanic Ship Canal Between the Atlantic and Pacific Oceans, in Which is Included a Short Account of the Character and Influence of the Canal of Suez, and the Probable Effects Upon the Commerce of the World of the Two Canals, Regarded Either as Rivals, or as Parts of One System of Interoceanic Navigation
Author: Abert, S. T. (Silvanus Thayer)

Abert, S. T. (Silvanus Thayer)

Canals, Interoceanic

═══════════╤═════════╤═════════╤═══════════╤══════════╤═══════════
               │ LONDON, │NEW YORK,│PORT ROYAL,│ NEW YORK,│ NEW YORK,
     ORIENTAL  │   VIA   │   VIA   │   VIA     │    VIA   │   VIA
      PORTS.   │  SUEZ.  │  SUEZ.  │   SUEZ.   │PAC. R. R.│  DARIEN.
    ───────────┼─────────┼─────────┼───────────┼──────────┼───────────
               │ MILES.  │ MILES.  │  MILES.   │  MILES.  │  MILES.
    Melbourne  │ 11,280  │ 13,200  │  13,700   │  10,300  │  10,400
    Shanghai   │ 11,504  │ 12,500  │  13,000   │   8,850  │  11,100
    Hong Kong  │ 10,469  │ 11,700  │  11,100   │   9,300  │  10,850
    Manila     │  9,639  │ 11,600  │  12,200   │   9,600  │  11,500
    Singapore  │  8,239  │ 10,300  │  10,800   │  10,600  │  12,800[4]
    Batavia    │         │ 10,500  │  11,000   │  11,000  │  12,550
    Penang     │  7,859  │  9,950  │  10,430   │  11,000  │  12,800
    Calcutta   │  7,964  │  9,700  │  12,200   │  12,150  │  14,350
    Ceylon     │  7,946  │  8,750  │   9,250   │  12,200  │  14,300
    Yeddo      │         │         │           │          │  10,200
    Bombay     │         │  9,000  │           │          │
    Yokohama   │         │ 11,504  │           │          │
    ───────────┴─────────┴─────────┴───────────┴──────────┴───────────

According to the first table, distances from the European and American
ports therein named are shortened one-half. According to the second
table, the distances to Oriental ports, from the great European and
American entrepôts, are greater by the Darien route; but by reason of
winds and currents, the voyage by the way of Suez is from four to five
days longer.

In the Red Sea the prevailing winds are from the north, which retard
the steamers and compel the sailing ships to beat up to Suez. “From
Suez to Ceylon,” according to the _London Times_, “the winds are
unfavorable. From Point de Galle to Swan River, terrible hurricanes
sweep the Indian Ocean. Along the coast of New South Wales, violent
winds prevail from the westward, causing a prodigious sea to arise,
which nearly precludes navigation in that direction.”

The route by way of Good Hope is beset by gales from the south-west and
north-west, rendering the return passage a matter of great uncertainty;
but by Darien or Panama route, going or returning, regular voyages and
smooth seas may be counted on with precision.

For steam, but more especially for sailing vessels, the American route,
lying in the zone of the trade-winds, possesses special advantages.
Outgoing and returning ships may trim their sails to favorable winds;
and the experienced navigator may have the aid of confluent currents,
and enter the monsoons at greater advantage.

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