Great Western Development Project
(Phase I)
Ernest Norsworthy
Outline and scope of project
In addition to the major studies impacting the environment, feasibility of phases of the project, cost estimates, and private/governmental sharing including state and federal funding, and major coordination between the several states involved, coordination with Mexico is essential.
It is expected that this monumental program will be a for-profit venture requiring equity capital from many sources perhaps as much as a trillion dollars on completion. Its timeline is more in generations, not just years, as phases become economically feasible.
When completed with all its many facets, it will stand with the ages as the most ambitious development ever completed. Eclipsing by many fold the Panama Canal project and the pyramids of Giza, the Project will be a monument to American initiative and ingenuity since many devices not even imagined will become part of its development and operation.
It will be the symbol of the most successful and longstanding Republican form of government of, by and for the people the world has known.
Perhaps most importantly, it will be a promise kept to the American people of their “American Dream” and of the final migration to settle permanently the sovereignty of the United States of America to the Pacific Ocean’s edge. “We bought the land, paid for it and it is ours”, to paraphrase one of Ronald Reagan’s statements.
Phase I, Port of Yuma Project
Known as the Port of Yuma Project, a canal to the Gulf of California will be completed and navigable to or in the vicinity of Yuma, Arizona, an American city on the border between Mexico and the United States.
The canal extends about 20 miles in Mexican territory from the border to the Gulf of California and most of it is through the marshy delta formed at the mouth of the Colorado River.
The Gadsden Purchase Treaty with Mexico specifically mentions the right of passage through Mexican territory, by water, “in all time”.
“The vessels, and citizens of the United States shall, in all time, have free and uninterrupted passage through the Gulf of California, to and from their possessions situated north of the boundary line of the two countries. It being understood that this passage is to be by navigating the Gulf of California and the river Colorado, and not by land, without the express consent of the Mexican government;”
The river was navigable from the Gulf of California early in the 20th century and was used to transport goods to the southwest until it was not considered economical. Today, however, with the tremendous growth of Arizona and California industry as well as even more agriculture along the Mexican border the demand for better and cheaper modes of transporting goods is becoming critical.
The need for a port in Yuma, Arizona is exacerbated by the growing pressure on other American seaports particularly at Los Angeles, Houston and New Orleans.
A navigable canal from the Gulf of California to Yuma could be the beginning of a huge hub of commerce for the U.S. of both imports and exports. When other phases of the Great Western Development Project are implemented, the desired synergistic effect will encompass the largely undeveloped portions of the West thus ending at the Pacific Ocean the final migration of America’s latter-day pioneers.
Benefits too, will accrue to Mexico since use of the canal will be shared in Mexican territory. Sharing too, of construction costs and maintenance of the canal will be part of any inter-country agreement between the U.S. and Mexico. Concomitant with America’s industrial and agricultural development has been Mexico’s growth in industry in northern Mexico.
The Port of Yuma Project even though a major undertaking is not expected to be unusually expensive to build, or long in completion time. As the port grows, the need for significantly improved infrastructure, i.e., major transportation upgrades including rail and the many loading and unloading facilities that must be constructed to accommodate intermodal transport.
Distribution costs of shipments to the north, Midwest and eastern customers will be less than shipments from Los Angeles at the same time relieving that port of some of its traffic overload. And most significantly, cost-effective exports of agricultural and industrial commodities to foreign ports will open even more markets for American goods heretofore uneconomic because of shipping costs and the lack of coordinated development.
There also is a plan for an alternate route for the shipment of goods from the southern tip of Mexico by a super-wide highway whose port-of-entry in the U.S. is Kansas City, completely ignoring our southern border with Mexico. That plan is supported by the present Washington administration.
Since freight shipments are cheapest by water, then rail, hundreds of miles of highways would be avoided by using the port in Yuma, also a port-of-entry.
Phase 1, the Port of Yuma Project, can stand alone even if other adjunct phases are not completed, it also being far the cheapest of any of the other parts.
(Phase I)
Ernest Norsworthy
Outline and scope of project
In addition to the major studies impacting the environment, feasibility of phases of the project, cost estimates, and private/governmental sharing including state and federal funding, and major coordination between the several states involved, coordination with Mexico is essential.
It is expected that this monumental program will be a for-profit venture requiring equity capital from many sources perhaps as much as a trillion dollars on completion. Its timeline is more in generations, not just years, as phases become economically feasible.
When completed with all its many facets, it will stand with the ages as the most ambitious development ever completed. Eclipsing by many fold the Panama Canal project and the pyramids of Giza, the Project will be a monument to American initiative and ingenuity since many devices not even imagined will become part of its development and operation.
It will be the symbol of the most successful and longstanding Republican form of government of, by and for the people the world has known.
Perhaps most importantly, it will be a promise kept to the American people of their “American Dream” and of the final migration to settle permanently the sovereignty of the United States of America to the Pacific Ocean’s edge. “We bought the land, paid for it and it is ours”, to paraphrase one of Ronald Reagan’s statements.
Phase I, Port of Yuma Project
Known as the Port of Yuma Project, a canal to the Gulf of California will be completed and navigable to or in the vicinity of Yuma, Arizona, an American city on the border between Mexico and the United States.
The canal extends about 20 miles in Mexican territory from the border to the Gulf of California and most of it is through the marshy delta formed at the mouth of the Colorado River.
The Gadsden Purchase Treaty with Mexico specifically mentions the right of passage through Mexican territory, by water, “in all time”.
“The vessels, and citizens of the United States shall, in all time, have free and uninterrupted passage through the Gulf of California, to and from their possessions situated north of the boundary line of the two countries. It being understood that this passage is to be by navigating the Gulf of California and the river Colorado, and not by land, without the express consent of the Mexican government;”
The river was navigable from the Gulf of California early in the 20th century and was used to transport goods to the southwest until it was not considered economical. Today, however, with the tremendous growth of Arizona and California industry as well as even more agriculture along the Mexican border the demand for better and cheaper modes of transporting goods is becoming critical.
The need for a port in Yuma, Arizona is exacerbated by the growing pressure on other American seaports particularly at Los Angeles, Houston and New Orleans.
A navigable canal from the Gulf of California to Yuma could be the beginning of a huge hub of commerce for the U.S. of both imports and exports. When other phases of the Great Western Development Project are implemented, the desired synergistic effect will encompass the largely undeveloped portions of the West thus ending at the Pacific Ocean the final migration of America’s latter-day pioneers.
Benefits too, will accrue to Mexico since use of the canal will be shared in Mexican territory. Sharing too, of construction costs and maintenance of the canal will be part of any inter-country agreement between the U.S. and Mexico. Concomitant with America’s industrial and agricultural development has been Mexico’s growth in industry in northern Mexico.
The Port of Yuma Project even though a major undertaking is not expected to be unusually expensive to build, or long in completion time. As the port grows, the need for significantly improved infrastructure, i.e., major transportation upgrades including rail and the many loading and unloading facilities that must be constructed to accommodate intermodal transport.
Distribution costs of shipments to the north, Midwest and eastern customers will be less than shipments from Los Angeles at the same time relieving that port of some of its traffic overload. And most significantly, cost-effective exports of agricultural and industrial commodities to foreign ports will open even more markets for American goods heretofore uneconomic because of shipping costs and the lack of coordinated development.
There also is a plan for an alternate route for the shipment of goods from the southern tip of Mexico by a super-wide highway whose port-of-entry in the U.S. is Kansas City, completely ignoring our southern border with Mexico. That plan is supported by the present Washington administration.
Since freight shipments are cheapest by water, then rail, hundreds of miles of highways would be avoided by using the port in Yuma, also a port-of-entry.
Phase 1, the Port of Yuma Project, can stand alone even if other adjunct phases are not completed, it also being far the cheapest of any of the other parts.
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