166 THE NICARAGUA CANAL. 
were dragged. Lower down the Atrato several lines of 
levels were run across the divide with much care and 
labor, following the lines of some of the principal tribu- 
tary streams entering from the westward. In these it 
was found necessary that the summit levels should in- 
clude tunnels many miles in extent, high enough to ac- 
commodate ships with at least their lower masts left 
standing, and involving enormous expense. Attempts 
were also made to connect the gulf of San Miguel with 
Jaledonia bay on the Caribbean side; and at a point 
farther west, to connect the gulf of San Blas on the 
Caribbean with the Bayano river, emptying into the 
head of Panama bay. Here again long tunnels or other 
formidable obstacles were soon revealed as the lines of 
levels were carried across. 
Next came the line of the Panama railroad, and here 
high hopes were entertained, for a railroad was already 
there, and the Chagres, a large stream, debouching near 
Aspinwall, has its source well over toward the Panama 
or Pacific side of the isthmus. After careful surveys on 
this line it was decided that a lock canal was possible, 
though difficult, costing over a hundred millions, and 
meeting with some trouble in supplying water for its 
summit level. A canal at the level of the sea was 
deemed impracticable, it being considered that the 
violence of the freshets in the Chagres placed it beyond 
successful engineering control. 
The surveys of these routes had been carried on by 
our government, but the interest felt to-day in the 
Panama canal project makes it proper for me to notice 
other work in that locality, for French enterprise had 
begun to stir, and a speculative company, known as the 
‘* International Society of the Interoceanic Canal,”’? was 
formed in Paris in 1876, It sent out an officer of the 
French navy, with instructions to search for the best 
line for a canal within certain boundaries named in his 
50 
