I just finished a great book – also a great big book – called “The Path Between The Seas” by David McCullough. He’s the historian/author who wrote the book about John Adams that was made into a series by HBO.
The book details the history of the Panama Canal. The French actually started the canal in the latter part of the 1800’s but it was unsuccessful for a lot reasons. The US government bought the rights to the development of the canal from the French in the last part of the 1800’s and the book details the trials and triumphs of those who brought the canal to a successful conclusion.
Besides being a good, if long (617 pages), read about the history of the Panama Canal, I was interested because I went through the canal twice while I was in the Navy. The first time was the summer of 1969 when our ship went through from the Pacific to the Caribbean on our way home from Vietnam. The second time was the winter of 1971 when we went from the Caribbean to the Pacific on our way to our second deployment to Vietnam.
At that time, the US still had control of the Canal Zone and US military ships had priority. Regular paying commercial ships were anchored at each end waiting their turn to make the passage. We were able to sail up and start our passage without any wait at all. I’m sure they didn’t like us very much for that.
It takes about 12 hours to make the passage from one side to the other. At each end of the canal there are series of locks which raise or lower your ship to the respective sea level.
This is a picture of the lock gates opening to allow a ship to pass through to the next lock. The leaves of each gate are 65 feet long and 7 feet wide. Their height varies from 47 to 82 feet depending on the depth of the lock. The gates weigh up to 745 tons each, yet swing so easily that it only takes a little under two minutes to open or close them. Everything in the canal is run by electric motors. The gates are set in pairs as in the picture for safety reasons. If a ship were ever to hit the first set of gates (which hasn’t happened), the second set would contain the water.
This is a picture of a Naval ship similar to mine in one of the locks. You’ll notice a small engine to the left of picture. This is a “mule,” an electric engine and one of four such engines that pull your ship through the locks to maintain control. The ship is not under it’s own power any time it is entering, within, or leaving the locks.
Besides the locks on each end of the canal, the passage involves going through the Culebra Cut, a massive earthen cut through the middle of the country.
In addition to the Cut, the passage also includes a beautiful and leisurely passage through Gatun Lake -- a crystal clear, fresh water lake.
In looking for pictures to illustrate this post, I ran across a picture of the battleship, USS New Mexico (BB 40), transiting the canal in 1919 only five years after it was opened.
The Panama Canal was and still is an engineering marvel. Other than some modern electrical control improvements and the addition of lights for night passages, the canal is the same today as it was when it opened in August, 1914.
The cost was $352,000,000 which was actually $23,000,000 under the projected cost seven years earlier. And, it opened six months ahead of schedule. Don’t you wish we had that kind of excellence and controls today.
The greatest cost was 5,609 lives lost mostly due to disease (i.e., malaria, yellow fever and typhoid).
Some people say the Panama Canal is the greatest engineering feat the world has ever seen up until the engineering feats of the space age.
I’m of the opinion that anything this amazing that could be built with the technology of the early 1900’s and still be in perfect working order almost 100 years later is still the greatest engineering feat – and we’ll probably never see anything like it ever again.
For a young Naval Officer who was fortunate enough to pass through the Panama Canal twice, the memories I have are still fresh and exciting.