PANAMA CANAL

Nelson Evening Mail, Volume 77, 12 August 1942, Page 5

PANAMA CANAL

VITAL ALLIED LIFE-LINE ITS TRAGEDY AND TRIUMPH The arrest in the Panama Canal Zone of a gang of alleged spies suspected of aiding Axis submarines and disclosing shipping information directs attention to what is probably the most vital and precious forty miles of shipping route in the world, remarks a “Melbourne Age” writer. Often described as number one strategic point in the Western Hemisphere, the Canal must have a high priority ranking in Axis espionage plans. Tts destruction or capture would represent a triumphant victory for the enemy, with unforeseeable consequences for the Allies. However, the United States has always been fully aware of the necessity for safeguarding against the activities of unfriendly nations, and to-day the defence umbrella covering the zone is as complete as human ingenuity and foresightedness can devise. Even in peacetime the Panama Canal is surrounded with a protective network of most elaborate military, naval and aerial defence installations. In addition, there is a strong outer ring of strategically placed naval bases on constant watch. Just as important as these tangible defences is the good neighbour policy pursued for many years by the United States with the Central and South American Republics. The success of this policy is now plainly apparent with the majority of the republics ranged solidly behind the United Nations. A glance at the map is sufficient to show the tremendous importance of the Panama Canal. It has shortened by thousands of miles the ocean routes between most of the world’s great commercial centres and has completely revolutionised sea transport and communications over the past two decades. And in these grim, fateful days of war, when speed is an imperative necessity, the Canal enables the speedy interoceanic passage of Allied battle fleets, a powerful advantage denied the Axis.

THE EPIC STORY

The construction of the Panama Canal was a colossal undertaking, representing one of the greatest engineering feats in human history. It functions to-day as a monumental tribute to the indomitable courage which persevered against practically every imaginable obstacle. The long epic story begins 400 years ago when, following the discovery by Columbus of the Atlantic coast of the Panama Isthmus in 1503, Balboa penetrated into the tropical interior and beheld the Pacific Ocean in 1513. The possibilities of the narrow neck of land connecting the two Americas became obvious to the Spaniards, who established rich colonies further south, and the isthmus soon became the chief route of travel and shipment of the fabulous terasure from their gold, silver and copoper mines. With slave labour a paved causeway was built across the territory' from the city' of Panama on the southern coast to Porto Bello on the northern, and over this highway unrecorded riches were carried on the backs of serfs and pack animals. During the two centuries of Spanish domination this region of the world was the centre and mecca of countless pirates, buccaneers and cut-throats, providing some of the most colourful and adventurous pages in history. The idea of excavating a canal had been mooted in the 16th century—the Portuguese navigator Antonio Galvao even publishing a book in 1550 demonstrating its feasibility—but Philip II of Spain would not countenance such a suggestion, arguing that it was ungodly as the Almighty' had clearly shown His will by creating a continuous isthmus. Accordingly the idea lay dormant until the 19th century, when the rapid development of the Americas demanded a serious consideration of such a scheme. In the seventies several reports and surveys were made by international bodies, and the distinction eventually went to France and Ferdinand de Lesseps to attempt the first cutting of a canal. Preparation of the grandiose plans and the raising of the necessary finance took five difficult years to finalise, and it was not until 1881 that Lesseps. in triumphant anticipation, conferred upon his daughter the honour of turning the first sod of an enterprise that proved to be one of the world's most tragic failures.

INSUPERABLE DIFFICULTIES

Of the many reasons for the disaster two are outstanding For one thing. Lesseps, flush with his Suez Canal achievement, was convinced that the same sea-level canal theory could be applied. However, two insuperable difficulties arose in the Panama. The first was the terrific flooding caused by the waters of the Chagres River which, fed by an annual rainfall of 100 inches, continually swept away all nearby excavation work. The second constructional setback was the great problem of the Culebra Cut. where huge mountain landslides repeatedly slid into the canal. The other fateful reason was the deadliness of the climate, which produced idea] conditions for the breeding of yellow fever and malaria-carrying mosquitoes. In those days tropical sanitation methods were unknown and the appalling fever-stricken climate mowed down the ranks of the engineer? and labourers by thousands, finally driving the survivors from the isthmus. The labour problems associated with such disease-ridden conditions were tremendous. The majority of the workmen were West Indies negroes, of whom as many as 40.000 were employed at one time.

In 1888. after an expenditure of some £SO 000,000. the project was abandoned, to be followed by an investigation into the financial affairs of the Lesseps Company, involving dozens of financiers and politicians. Inquiries revealed some of the shadiest dealings in French history. glaring examples of bribery, corruption and extravagance being uncovered. Lesseps and several directors were eventually tried for fraud and corruption in 1891, and sentenced to five years’ imprisonment. Fortunately for Lesseps, who was more sinned against than sinning, the sentence was never carried out, and. ruined and dishonoured. the "Great Frenchman” died brokenhearted in 1894.

SUCCESS THROUGH SCIENCE

The rights of the liquidating company were sold in 1902 to the United States Government. In the following y r ear Panama broke away from Columbia and a republic was established which granted the U.S.A. a strip of land ten miles wide along the Canal route. American engineers adopted the principle of a canal with locks, but before operations commenced Dr. W. C. Gorgas set to work in 1904 to transform the "pesthole of Panama” into a healthy region by the sanitary measures devised by enlightened science. He was so successful that within two years yellow' fever and malaria had been stamped out, his methods setting a new standard of tropical hygiene for the whole world. The building of the Canal was started in 1907. and completed seven years later. Although benefiting from the mistakes and experiences of the French company, the American officials met and overcame many grave difficulties. The land slidings of the Culebra cut (renamed Gaillard Cut) were prevented after much ingenuity, and the problems of the Chagres flood waters were solved by building the mighty Gatun Dam —so huge that upon its turf-covered top an 18-hole golf course has been laid out. These dammed waters have formed a gigantic artificial lake 0 f 164 square miles 85 feet above the level of the Atlantic. The Gatun locks raise vessels to this height, whilst the other two

locks, the Pedro Miguel and Miraflores, lower them the same distance to the level of the Pacific. On the outbreak of war in August, 1914, the first ocean steamer, the Cristobal, passed through the completed canal, although the official opening did not occur until, June, 1920. The locks were originally constructed in pairs to enable two ships to enter at the one time. Altogether, twelve locks were built —three pairs at Gatun, one pair at Pedro Miguel, and two pairs at Miraflores. Each of these locks is 1000 feet long and 110 feet wide, and will accommodate all but the three largest vessels in the world. Since the out break of the present war the United States authorities have been feverishly constructing a third set of “bomb-proof” locks to make this indispensable route more secure against attack and to speed still further the passage of the American and Allied fleets from one ocean to the other. These new locks will be 200 feet 1 longer and 30 feet wider, capable of handling the largest ship afloat. Whether the Papana Canal will ever suffer any physical attack will be revealed only with the march of events. In view of the vitally important passive role it is playing in “transiting” Allied merchantmen and navies, it seems reasonable to assume that the enemy may attempt ‘ 3 destroy one or more of the locks. Some rude shocks would be awaiting any such attacker, for the United States has taken particular pride in making the Canal the most heavily fortified stretch of water for its size in the world.