UCRL-ID-126133

a Isthmus of

R. A. Miles

DISCLAIMER

This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsi- bility for the accuracy. completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its usc would not infringe privately owned rights. Refer- ence herein to any specific commercial product, process, or service by trade name, trademark manufacturer. or otherwise does not neccssarily constitute or imply its endorsement, rccom- mendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect thosc of the United States Government or any agency thereof.

This is an informal report intended primarily for internal or limited external distribution. The opinions and conclusions stated are those of the author and may or may not be those of the Laboratory. Work performed under the auspices of the U.S. Department of Energy by the Lawrence Livermore National Laboratory under Contract W-7405-ENG-48. DISCLAIMER

Portions of this document mybe illegible in electronic image products. Images are produced from the best available original document. 25 March 1958 DECLASSIFICATION STAMP ON RWER / MJ3MORANDUM

TO8 Distribution FROM : Robert A. Miles

SUBjECTt Revised Ke?ort -

Enclosed for yotir information and retention is one copy of a preliminary report on the Isthus of Tehuantepec as

a location for a non-military application of nuclear devices. This report is a revised and combined version of txo previous

repoh, one by Bacigalupi and Fred Marren, and one by Robe& Miles, both dated 2L February 1958. It is requested that the two previous reports be destroyed.

Tnis report is intended to provide preliminary

information to personnel within the Laboratory and will he

used as a base or starting point by the Non-i%litary Applications Study Comittee in developing a final report.

Enclosure

Distribution: G. h'. Johnson <---cz H. d, Keller A. V. Shelton C. E. VLolet E. Brown C . Bacigalupi,':.' . 3arren PIaj . Gen, H :ath S andia F . Wondolows ki R. Miles File Is THME OF I'EIIUAMTEPEC IN VES FICA TION $3 for

OPERATION PLOleGHARE

Prepared by$

Clifford PI. dacigalupi Robert A. files

Fred J. ;.jamen

Test Operations UCRL, Livermore

March 25, 1958 I. History of the Trans -Is tdan at Tehuan tepec------Page 1

I1 .

111. Purpose and Usefulness Of a Canal Across The Isthmus of Tehuantepec----Page 8

Iv.

V.

VI.

VI11 .

IX.

X.

XI.

Chart #3 - Comparative size of als ------Page 40 PART I HISTORY OF "HE WS-ISTKMLW CANAL

The idea f communication b tween the Pacific and Atlanti oc eans ross

the Isthmus of Tehuantepec is as old as the Spanish conquest of when Spin was one of the world's great imperialist powers. Cortes was the first to forsee the enomus strategic advantages such communication would give the

Spanish crown for control of the high seas and aafety from pira.t;e raids upon Spanish shipping. However, Cortes succeeded only in building a road across the isthmus.

After independence from Spain had been won, Mexico sent two exploring parties to survey the isthmus and weigh the feasibility of a canal. "hey came back with nearly identical reports suggesting a water route from the

Gulf of to the head of the Coatzaeoalcos river, and from there by land to Tehuantepec aild the Pacific, New revolutions flared, and nothing more was heard of the project.

A later survey party and exploration group headed by Jose de Garay was granted a concession by the Mexican government; to survey the isthmus and make' a proposal on a water-way comecting the two oceans. After nearly two years

&ray sold his concession to &gland, who in turn sold it to the United States.

Since the Mexican government had Just lost considerable amounts of land to the United SWtes in the southwest, the U. S. party was told to leave, and nothing more was accomplished. fered in which a to Ship8, be a small railway was built piecemeal by different concessionaires and later on

it was improved adextended. It was formally inaugurated in 1907, at a total

coat of over ~40,000,000. Most of this money ended up in the pockets of London

and Hew York bankers, and corrupt railway and government officials. 4 CmzJ.>J!% 24: 5 f P'

_"__ This long hassle1-1 played a,n important part in a canal being built at Pam,

although the Isthmus of Tehuantepec was preferred. Since the early l9OOs many people have proposed the trans-continental cana3, but either revolutions, war, or political upheaval have prevented any positive action. The rickegy

Tehuantepec Railway of today is a sad ending for the many ambitious projects and attempts made during four hundred years to establish a communication between the oceans.

Since the end of World War I1 there have been other proposals for building a canal at Tehuantepec by both the United States Navy and the Corps of Army

Engineers. The Corps of Engineers recently completed a survey of the area to study the feasibility of such a canal. The Isthmus of Tehuantepec lies between the of' Campeche on the north and the of Tehuantepec on the south. The major port city on the north is Puerto Nexico, or , which was once a great port, but is now reduced to a fishing town at which only stray ships call. The rail terminal, like the docks, has seen better days. Puerto Mexico lies approxi- mately 890 miles southwest of Hew Orleans, and is the port of entry for ship going into the which winds it*sway for twenty-two miles to Minatit%an. Minatitlan is the only properous city on the Gulf side of b the isthmus because it is the site of one of Mexico's largest oil refineries, and supplies Mexico with a large partion of her oil and petroleum.

The country between Puerto Mexico and Ninatitlan is low and rolling, and heavily vegetated along the rivers. The dense jungle which bisects the isthmus starts just a few miles inland. The Jungle is classed as a tropical rain forest, and extends into the . It is extremely dense adfill of giant trees hung with creepers, ragged palms, great taro leaves, and covered with wild morning-glory. There are areas of large bamboo forests, naking travel through the jungle very difficult. Occasionally the bHeached skeletons of great silk-cotton trees rise above the dense level of the jungle and provide a sunny perch for large black vultures. The floor of the jungle is fairly free of dense vegetation, but is crawling with a myriad of insects, lizards, and 2 s1212kes. Many rare and exotic birds live in the trees, and screech at people P -a, who invade the& dense refuge. Monkeys are also abundant, and delight in performing their acrob high in the trees. <$j) The eastern s on of thls -le Is me of the Jaguar, which is both feared and worshiped by the aatives living in ear jungle. In addition pic, i $' to theP aguar, the jungle contains many oceuot, and wild cats. Beczuse of the abundance of game, these jungle killers seldom attack man. Other

wild game includes tapir, a species of wild boar, deer, rebbits, and fox,

but the natives have not put these animal skins to any par'ticular use. The

lakes along the Atlantic slope are infested with alligators sild the jungle

and dry Pacific slopes both contain Yne deadly rattle-snake and coral-snake.

The jungle also hosts swarms of bees which busy themselves with maicing wax

and honey. The lakes and rivers contain an amazing variety and abundance of

fish, and the tortoise shell found near Illorro on the Pacific is un- r surpassed. There is also an abundant supply of pheasant, wild turkey, pjtridge,

quail, wild pigeon, and ducks. On the high Atlantic slopes in the mountains

a smll area is plagued with vmpfre bats, which have proven to be a menance both men and to ----.. livestock. !&e'guam,Y a giant lizard, inhabits both the northern and southern portions of the isthmus, and is eaten by the natives who consider it a delicacy. The

southern gutma is a brown and tan color, while his brother in the jungles to the northj4) is green. The people of the isthmus differ in their appearance and customs from one

area to another. Tae Pacific plains are inhabited by several groups old!ndians, c Oy4-d T the BOSt ?3AU&am .t being the Huave and Zapotecs. Some dndian tribes live in

the mountains and seldom, if ever, communicate with others, a& ere for the

mbst part self-sufficient. Host of the hdians in the northern part of the

isthmus live in the aungle, a.nd hunt md farm, and sometimes catch fish for their living.

The area of on the Pacific shore is one of the most inhospitable areas in which human beings can suhsfst, cmmL3Mngof treeless and unprotected

be that by four months of cold, biting north \ sandstorms, four months of scorching drought, and four molzths of floods. It is infested wlth ants, fleas, mosquitos, and can pro6uce very little food.

The people that inha'oit this are chiefly of the Huave tribe, and live largely on fish, turtle eggs, and what little they can grov in their desolate soil.

The people of the Pacific slopes are industrious, and spend most of their time farming, bartering, weaving, or fishing. Tehuantepec has a large market place where people from all over the area come to sell or trade their shrimp, fish, turtle eggs, chickens, corn bread, chill, coffee, chocolate, oranges and bananas. The people of the market place usually wear their oldest and most tattered clothes in order to sin pity in their business deals. When at home, they wear fine silks, serge, and felt hats. TheLdians awn sheep, gmts, oxen and horses. They use the sheep's wool, yoke the oxen to their carts, and ride the horses for sport or sell them, Many of them rarely cat meat, and live chiefly on fish, shrimp, chili, eggs, etc.

The major cities of the isthmus and their populations, as of 1959, are as follows:

Juchitan 14,550 TehueLntepec 20,000 IdinatitIan 18,539 fuerto Mexico 13,740

Union Hidalgo As the pplation map shows, most of the people of the isthmus live either on the Pacific or Atlantic slopes, with sparse settla&ntin the jungle and mmtain areas.

The jungle is quite producti $8 wild claim on the land. Many har wo0a trees, such as mahogaay, are cut and brought out for commercial me. Due *i

.A to a severe lack of transportation this industry has not been developed to any great extent. The natives which live in the jungle clear areas and plant corn, or other crops, in the dark rich soil, When abandoned these fields become open grasslands and are soon swallowed up by the jungle.

The isthmus enjoys 8 tropical clima-Le, which does no$ get as urhearably hot 8s other areas at the same latitude. The mean yearly temperature runs 0 between 77O and eo,an6 rarely gets below 60' or above 105 . The Atlantic sfo& gets from 80 to 100 inches of rain per year, while the Pacific slope -.- receives considerably less. Just prior to reaching the summit of the low ridge of mountaLns, the vegetation changes abruptly f'rom a Lush, dark green to %he arld, hot plains of the Pacific which are covered with %-rush of gray and rust, cactus and thorny low bushes, and clpamps of pdm?tto on brown roll3hg hius.

More detailed weather information is contained in the weather charts accoapnying this report,

Transportation in the i.stiuarS is quite varied, with the Pan Arrierican Highway running throu& the Pacific plains, railways crossing the isthmus to the north and to the southeast, boat travel on some of the larger rivers, and air travel to mast sections of the isthmus. Following is a of landing fields:

Ixtepec 10,000 feet 83 feet c ivil-Hilitaiy 14inatitlan 4,300 " 90 Civil Puerto Mexico 3,000 " 13 " Eneergency Nwchita1 3,000 * 3) " Emergency

4,000 " 30" Ebergency

J area, and is used and controlled jointly by the Mexican Air Force and Civil

authorities. It's large runways can handle most of the large planes in

existence toaay.

.. 4

The geographical features of the hme created a

navigational problem from the time that atin first sailed the seas. The

distance required to circumnavigate the American , and the

dangers involved in traveling certain portions of the route, led first to

a search for the fabled "Northwest Passage" and when this failed, the

construction of a canal across the strip of land connecting the two continents

at its narrowest point. This , named the Canal, furnished an

all-weather passage between the Atlantic and Pacific Oceans and resulted in an enmous increase in the amount of shipping serving the .

Although still of the utmost importance to both commercial and military

interests, the existing canal has two major drawbacks; first, it is highly

vulnerable to hostile action, a condition that has existed from the time it was first opened. Secondly, the size of ships has been gradual$y increasing

until at the present time several of the largest vessels now in service are

not capab&e of utilizing this passage. As new ships are constantly being

built, it is probable that this figure will continue to increase.

Therefore, it is proposed to build a skecond canal, to be located on

the Isi2ums of Nexico, Although this second channel wouM not significantly

shorten the present route, it would definitely counteract the two mador dis-

8dvsntaSfte of the Panama Caaal ioned earlier. It would provide an

e, with the subsequent possibility that at least f the would remain open In case of enemy attack. 1% would also be constructed to arccs?#m e largerrt existing vessel and pobably any+.shipto be buil in the future. This, then, is the proposal presently under discussion and the subject of the following portions of this report. Part rv w

$?hen you examine a map of' the American isthmus, many places appear

favorable for the construction of an inter-ocean canal. The first possibility

in the north prt of the fsthrsus is the isthmus of Tehuantepec, then ,

Wicaragua, and Pawma. Since Pahama axready has a canal we may rule it out

&d talk about the other three possibuities .

Wicaragua was at one time considered a possible site for the construction

of a canal, hawever the canal would have been 168 miles long, and cut through

mountains similar in height to those at Tehumtepec. The lowest pass through

the mountains along the canal route is 7&3 feet above sea Iwel. Guatemala offers a canal route much shorter than Wicaragua or Tehuantepec, but the lowest pass is approximately 'j',OOO feet high.

Both GuatemtPla and are subject to frequent seismic activity,

which occasionally becomes severe. Two cities which lie on the proposed

Nicaraguan canal route have been destroyed seven times in the last three centuries - The isthmus of Tehuantepec has several very favorable features to offer,

dda few that are unfavorable. The isthmus is l20 miles wide, and a canal linked to the Coataacoalcos river would be approximately U6 miles long. A low range of lnountains &vides the isthmus, but several rivers have cut through its slopes, making the construction of a canal along these routes possible. Before undastalring such a project, one must be able to justif?y the large expenditure of money suld tinre that would be required to complete this project. The most obvious advantage of another inter-ocean canal through the Americas

is that the cannot handle the large ships of toiiay, and in the fiture, it will not be able to handle the volume of shipping that can pass through it's locks. A report by the Governor of Panama in 1947 stated that the Panam Canal was somewhat vulnerable to surprise attack, and would become more so with the improvement of modern weapons. Since Tehuantepec is less than a thousand miles from the United States, defense would be easier in case of an all-out attack against the canal. Another significant advantage to the Tehurrntepec project is the mileage difference between the Panarrps and Tehuan-tepec canals.

This is illustrated by the following bble:

r

maM TO

_L

ew Orleans San Francisco i ew York SEUl Fl%IlCi8CO i 5,858 mi 4,744 mi. mi. i 1,104 7,393 I 1,475 mi New York Honolulu 5,918 mi. i mi. Calveston Tehuantepec canal 680 mi. i Panam canal i: i Galveston i 1,400 mi. i

This substantial saving of the and money would be valuable to military as well as c-kcirtl shipping. A ship $he size of the US5 Forrestal is unable to pass through the Paaesra Canal, and during some parts of' the year, it cannot pes through the of Magellan because of ice. The proposed size of the d L F I--7 3 -12-

Tehuantepec canal could easily accomodate a ship the slze of the Forrestal, or

even larger ships. The Forrestal is 252 feet wide at the flight deck, and draws 35 feet of water. Following is a coxparison of size of the Panama Canal and the proposed Tehuantepec caml:

The variation in width of the T&wmtepec canal stems from the possibility of having either one chamel 300 yards wide, or a double channel each with a width of 200 yards, crossing the isthmus. The merits of each will be discussed fn a followfng section. - 13 -

Part V

The geography of the Isthmus presents problems that are not; unntttural to any excamtion project. As was stated in Part 11, the latitude of this portion of Mexico places it well-within the tropics. The area is characterized by periods of high temperatures and humidity, and the northern portions of the isthms receive 80 to LOO inches of rain each year. The terrain 2s generally , except for the ridge of mountains that separate the northern and southern portions of the isthmus. Dense vegetation, an& an abundance of wild- life -khat is peculiar to jungle areas characterize the northern portion, while the south is dry, with sagebrush and cactus cavering the hillsides. There are people living along most of the proposed cam1 route, but there are no heavy concentrations of' people or tcwm except on the coastal. fiains.

The geological structure of the isthmus of Tehanteyec poses no serious problems for cutting 8 narruw channel through the entire length of the isthmus.

There are various outcroppings of limestone, mrble, tufa, and sandstone, but no large masses of granite or gneiss such as the surrounding Sierras contaln.

The lowland plains of both the Atlantic and Pacific slopes are composed of a soft alluvium and can easily be excavated by conventional methods. There is little 01: no seismic activity on the isthms, and everything on the i3thmUS 'bears the mark of stability and the absence of any active volcanic force. This is a point of great iqmrtance' where .the stability and permanence c Of brge s*ructures 8re caacern@d; and in thls respect, this portion of Mexico - 1L -

is less liable to motions of the pound than Guatemla or Nicaragua. A row preliminary estimate of the amount of dirt tht would have to be by building; single canal, approxiaately long, displaced (1) a 116 miles 300 yards wide, and 63 feet deep, and (2) a double canal, 126 miles long,

200 yards wide each, and 60 feet deep, indicates the following: cubic yards would (1) 1,061,632,000 of dirt be removed, for single cmal, 3.,36,624,000 cubic of dirt removed, (2) yards would be for double canal,

or 244,992,000 cubic yards less for the single channel c-1. These figures ase.used as examples only, and were calculated from figures "&at did not take

into account the rise of the ground or the additional excavation required for other facilities of. the canal.

!%e single cmal would permit ships of even the largest size to safely

pass each other in the channel, while the double channel would provide coqlete

safety to ships traveling in opposite directions.

There are two possible ways of using nuclear devices in the Tehuantepec sub-surface bursts which in large craters proJect: (I) Surface or would result and less post-detonatian the 60 that require excavating; (2) Bury devices they are nearly contained, exid shatter the rock formations for easier excavation by conventional metfiods. This method would also decrease fallout, making a

higher total yield possible, adwould be particularly advantageous if a sea- level canal were being constructed. Either method or a combination of both could be wed.

liowever, due t e of the soil on either side of the lov range of momtains, it appears that conventional methods of cam1 diaing could be

used, and the nuclear devices would then be utilized only in the higher

elevations aad for removing; any large obstacles.

WXfXR SUPPLY. There are numerous streams and rivers all. through the

isthmus which carry enough water to supply a canal through the entire length

of the istbus. Using figures computed by a Maval expedition through the

isthmus several years ago, the canal will require an estimated 1,700 cubic feet

of water per second. to supply the locks and canal. .The total yield of only the

brger rivers of this area io approximately three times the amount needed, and if darns or artificial lakes were formed by stream diversion, an ample supply

of water and water parer would be on hand at all times. The construction of a sea-level caaa.1 would be difficult because the ridges dividing the

isthus rise to approximately 700 feet or more in the pmses) making extensive

exoaveLting necessary. The is two feet higher than the Atlantic

at the isthmus, which would create a from south to north in the cana.l.

ROUTE. The exact mute of the canal should be determined by a survey of the area, The Coatzacoalcos river provides 22 miles of navigpble water on the northern side of the isthnxus, but the remaining 116 miles of channel would have to be cut overland and go through the most advantageous place in the mountains.

Following is a table showing the hei&ts of several passes through the mountains

of the isthmus:

I.a Chivela 78a feet

Masahua 843 feet West Piedra PartLda 850 feet

East Pied3-a Farada feet arifa (~osti~o) 6%4 feet

Convent0 750 feet - 16 -

I have chosen Tarftfa pass not only because it is the lowest, but because it is close to rivers which have cut valleys Inko the nountains, makini: excav8tion meh easier. Flap No. 4, shovs a profile of the ground frm Laguna Superior to the Plain of Tarif'a, wnich is the asproximate route of the southern brmch of the canal.

FUEL SUPPLY. The isthmus or" Tchuantepec contains a sood supply of crude 033 at MinatitPan, which is refined and shipped to other parts of Mexico. Since Minatit3.m lies on the proposed canal rate, it should be coasidered a good source of fuel for &ips passing through the isthmus. In 1948 this refinery produced 6,076,koo bbl. of oil. There are other petroleum sources in the jungle, however because of the lack of transportation t'nese fields have not been -tapped or developed. - 17 -

A, &nerd. Operational Infomtion

This pr0jec.t; far exceeds the scope 03 any o€ tfie proposals so far cunuidered in both %heamount 03 ear-iiii to be mo;red adthe time, effort and capieal required. In such t;hirq33 as personnel and egu'ipent and the methods of housing, transporting and minttrining these items, i'c becomes necessary to cmplefrely revise the general procedures previously advocated for other sites.

&e pcksible recommended schedule follows, covering some of the general problems

expected to arise during the CDWSES of evenix,

!?he Mtial group to arri-re at the won^ site would be a small pmty of approximately ten aen. %lis group could be considered an advance party paving the my for a larzer prelimirj~; swrJey tea. it should be poosible to fly this group, together w3th their equipment, to the site, using an existing town as an initial base camp. Usw helicopters primarily, the advance party would obtain very Wic information on the proposed route of the canal including direction, approximate heights along the route, type of terrain and general area, characteristics. The group would spen6 approximtely two months on-site, moving their base of operations from time to time as necessazy. Vjyn the completion of work by the advance party, a fullscale survey and ', bonstrwtion force would proceed to tne area. Their mission would be to make a complete survey of th6 entire. route, $0 include geological sqles and contour dah. In addition, the vork force would construct a pioneer road along the entire rwte, t ed.both during the survey ad subsequent operations. It require 1% men and six months to complete. All equipment for this party would be shipped by water to the area, including portable housing and feeding accommodations. It is reemended that a rolling camp be used, utilizing heavy-duty van trailers arlapted to meet the various needs of a construction force of this size. By this method, it would be possible to eliminate problems arising from distances involved, as the camp would move in conjunction with the progress of the work party. When thls portion of .the job was completed, it would be possible to proceed with actual construction prepsring for the creation of the canal.

This final step would require .the largest work force and therefore more fwilities than any of the preliminary pazties. To decrease the time required for completion, work would be accomplished simultaneously along the entire route. To support this program it is felt that four camps would be necessary. Twa of these wadbe fixed camps, one located appru#mately twenty miles in- land from the end of the route (See Metp no. 5). Each of these camps in turn would support a rolling camp of the type recommended for the survey party. These two rolling camps would be responsible for supporting the work on the centrsl portion of the overall route, and would move accordingly as the work progressed. Very preliminary estimates of pramel levels and time schedules are the OnLy ty@ possible at this time. Manpower levels are placed at 800, with a period of approximately ehree to five years required to complete the actual excavation, depending on results of the survey and operational problems encoyntered on-site.

As 8 peaceLime application of nuclear energy, this project would be finished upoa the completion of' the earth-moving portion of the project. How- ever, this wouJ.d be only the beginning of wother and much greater undertaking.

?. - sg -

To make the canal useable, a great des1 of additional work would be necessary.

This would laelude stabilizing the sides of the channel, constl-ucting rzilroacis

and hi&m.ys, installing electrical. facilities and u i?~yrisG.of other construction

ta~ks. TJo estimate of the su9port required for this voik is atteqtec?, bat a

tentati7j-e cost analysis is included in. Part VIII, Engineering and Construction,

to assist in giving sme idea or" *&e qast magaitude of the coqlete project.

B. Transportation

31 spite of the inmy differences involved in this project as compared

with others already considered, basic transportation problems would be very

similar. Once on-site, personnel would rely on military-type vehicles for all

local movement. Four-wheel drive models would be mandatory, and the variations

in terrain along the route would probably require the use of some tracked

vehicles. Helicopters and possibly light aircraft would be necessary to provide rapid movement between the many worksites, especially in view of the distances

involved.

Practically all equipment would move via water between the 21 and job site.

Exceptions wuld be Limited to small items and priority , which could move

by air. Personnel, &s usual, would be flown to and from the site.

The -two rolling camps oonsidered necessary would be completely mobile to

provide nraximum flexibility. Major components would include van traQers I &.apted to serve various functions and tihe necessary prime movers, sufficient heavy-duty Spatbed traflers and tractors to meconstruction equipment, an.

adequate supply train and numerous personnel carriers. 331 short, they would be

completely self-sufficient camps with 8 mobile capability. I .. C . Comimicatioas

The o-rem11 distances in-miired within the proposed te;t siie arc sose-

I;hing less than tile distaice betpreen the ttro COEQi-iSiiig tire ZG.

Suita3le radio cormmica2io;i ui-bhiii this &rea could be obtained th-ou& the use

of s'can&ard military eqirfpment, with p-roba3l.y a relay &ation required atop

one of the friaer terrain features. Short-rarige tran3mi-i;ter.s would enable each

of the four amp sites to esixblish operational adadministrative nets to

coordinate their own activities. It would be adxmtaseous Io set as a telephone

network between the two outermost, or fixed carzip, If the fxo rernabing, or rolling, campa could be tied Til to this system bz neitiis of d radio link, greater

TjexiSilitjr would be possible,

ho"&er comrmr;lica%iua requlrsmznt consists of establishing aad mintarining

mdi~contact with the ZL, including a classifYed capabilitj. Long-rm&e equip-

ment may possibly be alreads in existence and avaihblc for OUT use. Tie

classified 1Lnk would in all. probability hiwe to be installed by opemtional

peroonnel. fi either case, fkzzhz~-hvestietion is necessaz-y to deternine how

these fixed xequireaeats could best be met. . I). Pcrsonn 1 Problems.

Ex.teneive planiiing woula be necessary to arrive at Laboratory figures . that would be ensged either directly or indirectly in on-slte work. The ,estin%ted Length of the project would necessitate constant rotation, and the twml.bn$ hdmlrination and u'cilizatiun of a much larger number ti?an wad be required on-site at any given tine.

Facilities within the several cwsites,aauld be as nearly identical

¶' ,

.-:i c

Part VI1

LOGISTICS &

A. Fkisth& Fac illtieo

CsWolllsiied cities on both enas of the propo:sed canal. route offer a

. starting point vhen consid.cli ng logiaticn.1 pro5lemr;. Both Coafzacualcos

and Salina Cruz have airstrips, a.ltlia@ they are only emcrtf;ency fields.

Being coas-ial towns, they should also omer limited. but adequate facilities

for berthing an3 unlcrading ships. Mimtitlan, twenty mrles south of Coat-

zacoetlcos, has a municI@ a2qox-t end- probcbly above weraze harbor facilities.

Tehwtepec has a cm3imtion civilian and military airport. , lOC8ted ,

between CoatzacoaLcos an6 Minatitlan, has an emergency field. It is pobable

thwt some of these establislments also kve long-range communications facilities,

if not radto, at Least telephone or teletype. Ln addition, population levels

indicate the presence of hospitxls, nttintemnce shops etllil related installations.

B. Method of Supply As stated earlier, ocean transportation would be called upon to deliver 'Oractically all equipment and supplies to the test site. Vhether commercial

QT EU.itaq,y vessels were used would be immaterial. The fact that the site lies

fairly close to a heavikjr tm~reledsupply route, i .e., the Panam Canal,

indicates that shipping rates shuuld not; be exorbitmit. Staging areas and supply depots both in the ZP and at the site vould have to be established to

wcramTl&te the hescvjr influ of material during the build-up phase. Once the

equipen& arrived on site, a distribution syetem would be necessary to channel the ma%erWto the different c Personnel transportation between the 21 and the test site could be by

either commercial or military aircraft, or a combination of the two. A transfer point would be necessary, at which individuals would debark from the initial aircraft and obtain transportation to specific locations within the

site, Some type of scheduling would be required to provide a continuous opportu- nity for rnasrement between the 21 and the site. This procedure would not only eliminate any isolation of the test site, but furthermore perrhit emergency personnel travel and also rapid delivery of small critical items. - 24 -

Part VI11

A. Base Camp Facility

Eecause of the long duration of the constructi n perf rmanent c mps

must be constructed to house approximately 800 men for long periods of time. It is felt that camp construction would best be &pt& to the needs of the

situation by utilizing two types of camps, as follows:

1. Two permsnent camgs capable of housing approximately 300 men

each would be erected - one on the Atlantic Coast and one on

the Pscific Coast ends of the proposed car&.. These camps would contain necessary shop facilities, medical facilities,

communications structures, recreational facilities, etc, and would be the same type of camps as bullt at EX3 for a normal test uperation.

2. Because of the long distance over which work is to be accom-

plished, two additional camps would be regutred. Each of

the additional camps would be capable of housing approximately

100 men. In order to always have the camp at the work site, it le recoxmended that these two intermediate camps be made mobile, that all facilities be furnished in trailer mounted

units. These rolling camps could then be moved as the job grogresses and could ale0 be evacuated during firing of devices.

B. Miscellaneous Construction

Beossuse ef the distwce over uhbh work is to be awxmplished, it will be necessary to &o ii large amount of lary construction consisting mainly of - 25 - roads and airstrips, Very roughly, this type of construction can be sumrraarized as follows:

1. Roaas

In order to effectively perform construction and device placement along the entire route of the proposed canal, it

is anticipated that approximately 200 miles of improved roads

would have to be constructed. These roads would consist of

bladed areas through the jungle and constant maintenance would

' be required. The roads are to connect the work sites to the

existing highway running paraLlel to the canal site and the necessary roards along the proposed boute of the canal. 2. Airstrips

Because of the large distance to be traversed, several small. airstrips capable of landing 12-47' type aircrart would be constructed. These would consist of a bladed area covered with military type landing mat or other suitable surfacing

to insure s;afe operation of the aircraft.

C. Heavy Equipment Requirements

There is no heavy equipment available in the area th8t could be utilized for the construction of the proposed canal. The entire quatities must necessarily be sh.ipped, making necessary very careful advanced planing. Because of a Lack of knowledge of the exact mgnitude of the job and the type of terrain to be werked, it io not possible at %his tie to make an itemized list of' the heavy equipme& required. However, baeed on the proposed magnikude of the job, it is erstimaWi .that approximately Ten Miuion Dollars would be requked to purchase the necessary equipaent. II. Time Schedule

Based on present knowledge of the Job to be done, following is a general schedule of opemt ions :

1, Admnce Party Swfey Two Months

2. Ekaluate Data of Advance Party and Organize Main Suwey Force Six Months

3. Fdl-Scale Survey Six Months

4, Evaluate Data fram Main survey and Organize Mia Work Force Twelve Months

3. Construction and Bccavation Work Forty-ei&t Months The schedule as outlined above represents the minirmun aount of time that would be required assuming that necessary air transport,ation is available from the 21 to $ site and return.

E, Cost Analysis Beoawe of the magnitude of the job and in the absence of specific information on the amount of work to be done, a cost analysis is extremely difficult this stage of Very for a canal miles * at planning. roughly, lX) to 160 in length, made of the following components: Channel le- to be dug ------118 miles on the Pacific coast to be dredged- - - 17 miles I - 27 -

the order of magnitude costs might be:

1. Heavy Equipment $ 10,000,000 m,ooo .

600,000

4. Rolling camp NO. 1 { 100 man) 400,000

5, Rolling Camp No. 2 (100 man) 400,000

-:: 6. Scientific Facilities - LOO Stations at 83,000 each 5,ooo,o0O

9. Manpower Main Work Force 800 men - $2,00o/mo, for 4 years 76,800,000 10. MisceWeous Materials for Roads, Airstrips and Local C omunications

23 percent Contingency 25,160,000 TW...... $125,800,000 The ~bbove does not include any allawance for transportation of equipment from

the 21 to Job site, air support to fly personnel to or from the work site, or to provide loaal air support at the job site.

F. Post Detonation Construction At this time it is impossible to arrive at an approximate cost for the

construction of the canal after .t;he'acantion work has been completed. How-

ever, from extrapolating the data Srm Jobs of similar magnitude done in other

parts of the! world, it is asawned*t ost detonation cmtruction would be in %he order of several billion aOuEirs. Part IX

COMCLtfSIUN

This report tias attempted to present a preliminary analysis of some of the basic problems that w&d be encountered in building a canal across tie

Isthmus of Tehwtepec. It should be realized that a great deal of additional planning would be necessary before any actual construction work could be started.

This project udou’btedly would provide greater cosnnerch1 &vantages than any of the other four (Boothia , Point Barrow, Simpson Strait, and Nome) already considered. There is little guestian that a second canal between the

Atlantic and PmFfic 0cea;ls would be heavily traveled. The fact that the proposed cam1 could accommodate the ships presently ’oarred from the Paaama Cans1 becauee of excessive size should also be cansidered. In adciition, an alternate for the exfsting canal is desirable in case of hostile action or natural catastrophe that could close one of the canals.

Because of the advantages that a canal .Ehrou& the Isthmus of Tehuantepec voad provide, further studies of possible construction techniques, surveys, ard economic studies should be made to determiue costs, length of construction, and aesirtabiiitl of the ~aaa~.project. 1

PART X

Survey of the Isthmus of Tehuantepec - 1872 - by Don Jose de Garay IC 785 G3, U. of Ca.lif. Library, aerkeley

Reports of Explorations and Surveys of the Isthmus of Tehuantepec - by Robert W. Shufeldt - 'E 785, U. of Calif. Libraqy, aerkeley

Maps of the Isthmus of Tehuantepec - B. Falfon, 1852 - F 1359 @, Atlas U. of Calif. Library, Berkeley

Isthmus of Tehuantepec - Williams - F 1359 s,U. of Calif. Library, Berkeley

Meteorolo@xLLReview of Plexico, published by the Mexican Government, 1950. - U. of Calif. Library, Berkeley

Report of the Governor of The Panama Canal - Under Public Law 280, 79th Congress, 1st Session - 626.9 P191G, Volumes I, 11, IV War Department Library, Washington D.C.

Map: World Aeronautical Chart #64t, Tehuantepec Is thus, Scale 1:1,000,000

Map: Amy Map Service, E-15, Istaao de Tehuantepec, July 1954, Scale: lt1,000,000 .. Rand-McNally World Atlas, New Census Edition - 1951 35" IFf+

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