NICARAGUA AND THE ISTHMIAN ROUTES 253 



however, is that across the isthmus of Teh uan tepee in Mexico. 

 This route was first explored about 1520 and its advantages util- 

 ized by the Spaniards in the transportation of shipbuilding mate- 

 rials. It was later abandoned and almost forgotten, until, in 1771, 

 an expedition was fitted out to examine and report upon the to- 

 pography of the isthmus and the practicability of a canal by 

 that route. This examination was very superficial, and it was 

 reported that a tidedevel canal was feasible. Another examina- 

 tion was made thirty years later, but without result. After the 

 independence of Mexico was established an examination was 

 made by General Juan Orbegozo, who reported the canal project 

 as " problematical and gigantic.'' 



In 1842 Don Jose'de Garay obtained from the Mexican gov- 

 ernment a charter for a canal or railway across the isthmus of 

 Tehuantepec and appointed a commission to make a survey of 

 the route. They reported the summit of the route to be 684 

 feet, and recommended the employment of the Chicapa and the 

 Ostuta rivers as parts of a canal line. The length of the canal 

 in excavation was to be about 50 miles, and 161 locks were to 

 be constructed. A further examination and partial resurvey 

 was made under the same concession, in 1851- , 52, and more de- 

 tailed information obtained. 



Many years after this Capt. James B. Eads turned his atten- 

 tion to this route. After some investigation and discussion the 

 project for a canal was abandoned on account of the large num- 

 ber of locks and great cost. Captain Eads adopted the idea of a 

 ship railway over this route, and worked out elaborate plans, 

 which have since been perfected and advocated by Mr Elmer 

 L. Corthell, C. E. This project proposes 12 parallel rails, upon 

 which is to run a huge carriage, supporting the entire ship and 

 cargo as in a dry dock. Bends will be provided for when neces- 

 sary by means of turn-tables. The motive power is to be two 

 huge locomotives, which rest upon 6 rails. To provide for the 

 passage of ships going in opposite directions and for repairs, 

 turnouts are to be conveniently placed, the change of direction 

 from the main track being effected by a turn-table. 



The ship-railway project, however, has never succeeded in 

 attaining the degree of popular approval that has been bestowed 

 Upon canal propositions. The general sentiment appears to be 

 Hummed up in the epigrammatic expression, U A ship is never so 

 well borne as when water-borne." The canal routes which have 



