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About Morning Oregonian. (Portland, Or.) 1861-1937 | View Entire Issue (June 16, 1902)
S THE MORNING OKEGONIAtf, MONDAY, JUNE 1G, 1S02. FOR NICARAGUA CANAL ROUTE : SENATOR MITCHELL'S ABLE ARGUMENT W FAVOR ' OF IT AS A NATIONAL ENTERPRISE. ' WASHINGTON, June 10. Perhaps the most comprehensive and forceful argu ment made in the Senate so far In sup port of the Nicaragua Canal has been the speech of Senator Mitchell, which, at great length, discussed every conceivable feature of the proposition which has any important bearing. The following liberal extracts are hero quoted: The speedy construction of an isthmian canal by and under the control of the Government of the United States is one of the pressing demands- of the age. It is demanded by National and international commerce: by Internal and foreign trade; by the necessities of our military and naval service; by the spirit and progress of the times in which we live; by the material and physical development of a century stupendous in results and marked by achievements incomparable In charac ter and unequaled by that of any that has preceded it. It is demanded by a united voice coming from the people of the country, emphatic in character and In a tone which cannot be misunderstood. Indeed, go pronounced is this demand on the part of the people of this country that both the great politi cal parties In both National and state con veniens have not dared to ignore It, and hence they have earnestly demanded of Congress that provision be made, without delay, for the commencement of this great National and international work. Indeed, so universal, so determined, so insistent has been the demand of the peo ple for an isthmian canal that the few who are opposed to legislation looking to its early construction do not dare openly oppose such legislation, but, while pro fessing to be In favor of a canal, are compelled to resort to all manner of de vices for the purpose of defeating, by In direction, that which they dare not di rectly oppose. And while It must be presumed that every member of this Senate who eays he is favorable to legislation which will re- j ctui in me eany construction 01 ine canal Is absolutely honest in that profes sion, and while I know It is a fact that there Is in this body an honest difference of opinion as to which route, the Nicara gua or the Panama, should be adopted, and also an honest difference of opinion as to the proposition or expediency of purchasing the Panama concern for $40, 000,000. I give it as my deliberate Judg ment, after as thorough an Investigation as I have been able to make, that a failure upon the part of the Senate to accept the House bill will simply mean an indefinite postponement, if not. Indeed, the ultimate defeat of the canal. But, further. It Is my settled convic tion that the purchase of the French plant and the adoption of the Panama route, although It might eventually re sult In getting the canal, will Involve us in complications with the French Govern ment and the French people that will be a series of entanglement and irritation for the next 100 years. It will be another series of French spoliation claims, simi lar to those growing out of our treaty with France 100 years ago, and which have annoyed us ever- since, and whose claims are even yet lifting their undying head before the committees of this body at every session of Congress. The Xlcnrnprua Route Is Feasible. As the House bill provides for the con struction of a canal over the Nicaragua route, the inquiry Is pertinent. Is that route practicable? Is It feasible? And, If so, what If any are Its advantages over the Panama route? In view of the numerous surveys and thorough investigations of this route, not only by one. but by many commissions and engineering expeditions, always com posed of men in all respects thoroughly equipped by their scientific and other at tainments for the proper performance of the important work, the question of the absolute feasibility, the entire practica bility of this route Is no longer an open question. So thoroughly well has this been established that even its enemies and the friends of other routes, I believe, do not deny it. Without referring to the many earlier surveys, all of which establish the feasi bility of this route, 'it Is sufficient to at tract attention to the reports of the last two commissions. For two years, lacking about two months, the Walker commission was en gaged In the prosecution of this great work. Their report leaves nothing In doubt, no element of uncertainty as to any material factor Involved, as to the entire feasibility of this route. I now propose. Mr. President, to give 17 reasons why. In my judgment, it Is the duty of the Congress to select the Nica ragua route. The advantages of this Toute over the Panama route may be summa rized os follows: First Because for the commerce in which the United States is mostly inter ested, that between our Pacific Coast and Atlantic ports -and European and Ameri can, the Nicaragau route Is shorter by 600 m.Hes, or one full day in going and coming by steamers, and the same advantages ex lEt between our Atlantic ports and ports of the Orient. This Is a statement of the Isthmian Canal Commission in their re port of November, 1900. Second The construction of the canal on "the Panama route will," as stated by the Isthmian Canal Commission, "be sim ply a means of communication' between the two oceans, . . . and the natural features of the country through which the route passes are such that no considerable development Is likely to occur as a result of the construction and operation of the canal"; while, as stated by the commis sion. "In "addition to this use as a means of communication between the two oceans, a canal by the Nicaragua route would bring Nicaragua and a large portion of Costa Rica, and other Central American States Into close use and communication with the United States and that of Eu rope. The Intimate business relations" continue the commission, "that would be established with the people of the United States during the period of construction,, by the expenditure of vast sums of money' in those states, and the use of American products and manufactures, would be like ly to continue after the completion of the work, to the benefit of our manufacturing, agricultural and other interests." Third The freedom from epidemics, the general condition of health, the hygienic advantages, generally, are largely in fa vor of the Nicaragua route. This is fully and completely demonstrated, not only by the report of the Isthmian Canal Commis sion, but by overwhelming testimony from various other sources. Fourth The engineering problems on the Nicaragua route are susceptible of com plete and satisfactory solution. In no par ticular is there any element of doubt re maining, while those on the Panama route are clearly in the experimental re gion. There Is, as to -certain difficulties to be overcome on the Panama route, nothing In the past history of engineering experience which can be invoked to ren der the solution of the problems an abso. lute certainty. These relate mainly to the power to successfully control the wa ters of the Chagres River, and to the pos sibility of maintaining a dam at Bohlo. Fifth The construction of the canal on the Panama route excludes sailing vessels from trans-Isthmian navigation, while the Nicaragua would not, the reason being on account of the calms or doldrums extend ing through many months for long dis tances on the Pacific side of the Panama route, while good sailing winds at each end of the Nicaragua route are experi enced the whole year. To select the Panama route is to elim inate from the instruments of commerce that shall traverse the canal, all sailing vessels, while to select the Nicaragua route Is to brng into close and acute com petition the vessels driven by steam and electricity with those driven by the ever lasting winds of heaven. It Is demonstrat ed beyond any question 'that' for many months of each year the calms or y dol drums extend out on the Pacific Coast -a distance of more , than . 403 miles from Panama, and no sailor can' make any progress through these long distances of from 400 to 600 miles, and-thtrpugh nrhlch calm ships must necessarily go In order to enter and pass through a canal-on the proposed Panama route, except by steam or other"motive power 'than.1 wind. But the advocates of the Panama route, while compelled to accept these 'facta, re-' spond in substance and effect, "by way at answer, "Oh! the 'day of the sailer Is past," and they point to thfc fact that no sailing craft pass through tine Suer Canal as an argument to support the assertion. But the assertion that tfcie day of t the sailer is past is an unwarranted one, and it is to be hoped, in the 'interest of,' the world's commerce, the daywlll nevercome when sailing vessels on our high sea will be dlspoped of. The fact 'is over,. CO per cent of the marlrj? tonnage of the United States is today composed .of sailing-vessels. According to the ,1aiest' official re ports the total tonnage of the United States at present is 2,093)00 tons, while but S10.000 tons of this tonnage is steam, while" 1,285,000 tons Is sailing .craft, j Some other seafaring nations haveJa stin larger per centage of sailing vessels. Norway and Sweden have a total 'tonnage of 1,770,000, of which but 726,000 ' tons, 'or .less than . 40 per cent, is steam. , Nor is It true, asis sometimes contend ed, that the use of sail vessels is on the downgrade. This statement is either a misconception or a misrepresentation of existing facts. The Tery reverse' of this Is true. Improvementsare constantly being made In not only the construction but In the manner of controlling sail vessels. It is true that some off the old square-rlgped, two or three-mast sailers are going; out of use, but in their stead are being placed iron sailers of different build and of greater capacity. t The necessities of the American.' coast wise traffic are rapidly developing a great fleet of four, , Ave, six and seven-masted schooners of American register, These are rapidly increasing (in number.' Numer ous vessels of this character of 'from 3000 to 5000 tons' burden arc belngbullt In the shipyards of this country, notably in those of Maine and Massachusetts 15 were con structed in Maine last year. ' ' The selection of the. Panama -route is to call a halt in the shipbuilding industry of this country, insofar as it might other wise relate to the construction of sailers for trans-isthmian trade; and at the same time strike down all competjltlon between sailers and steam vessels inuse, so far as. trans-isthmian commerce is concerned The Whole country, and In, fact all com mercial nations, but especially and particu larly the Pacific Coast stages of our own country, are vitally interested in the ques tion of the construction of an Isthmian Canal on a route which 'will make impos sible, for sailing vessels to enter and com pete with steamers in. the carrying (trade of our own and.other countries. The great timber interests of the Pacific Coast, a market for which is 'gradually opening on the Atlantic seaboard and in the -South American states, as well as in the 'interior, must, as a rule, be carried In sailers, as their construction enable them to stow timbers of unusual lengths, which is the leading desirable 'quality of the Pacific Coast product Peculiarity of construc tion precludes. In a great measure, the or dinary 8teamer,from carrying this class of products. , Question' of Coal 'Supply. Another vital objection 'to thefPanama route which will affect-adversely those in terested In the two great .products, wheat and coal, is this fact: Possibly future de velopment may demonstrate a sufficient supply of bituminous coal on' the 'Pacific Coast to meet the demands of that sec tion. At present this Is riot so, and as the population Increases "and business de velopes the quantity required will largely lncreose. At .present -the Import supply comes largely from Canada andEngland. chiefly from the -latter as ballast, at a low rate of freight, in steamers calling for wheat. American coal from the 'Atlantic Coast cannot now compete with this sup ply. Our wheat Is now shipped to Liver pool mostly by steamers dying the Brit ish flag. They reach the Paclhc ports mainly In ballast: sometimes they ballast with English bituminous Tcoal, coke and pig iron, placing them oni the market at a nominal freight charge.' On account of the detriment" caused. byv heat and moist ure in the calm belts of the tropics, this wheat goes mostly In steamers. These are known as the Engl,lh trampi steamers, and are the all-around carriers of the world ships that -can Jenter the. average ports of the world and pick up traffic any where and take it anywhere.' They are from 2000 to 3000 tons: "burden, drawing, as a rule, from IS to 25 -feet of water. Now. if this wheat traffic 'should be carried through an- flsthmlan canal by sailers, there can be but little doubt that a very large proportion of the wheat traffic between the Pacific Coast ports and Liverpool would Tie controlled by sail ing vessels. 'And if this sail marine can be Introduced as a ,-factor in the proposi tion, it would sunolv rnilr In t.r-i. 5 large reduction of freight charges to me peopie oi-xne urn tea states and es pecially to those of the Pacific Coast. But. aside from the fact that it will be a physical and marine flmppssiblllty for sailing vessels to engage in trans-isthmian trade through a canal located on the Panama route, 'for the reasons Just added, another insurmountable objection attaches to the traffic of the two Important prod ucts, wheat and coal. ' Wheat, on either steam or sailing vessels, can never sur vive the terrible heat and doldrums, if compelled to pass through a Panama canai, while there Is a- constant liability of spontaneous combustion of bituminous coal in passing thnlugh the tropics. Un derwriters are now throwing many ob structions in -the way of obtaining marine insurance on vessels carrying coal into the tropics. ' Are not, then, the production and con sumption of coal tremendous factors In the world's commerce? Does it require any prescience or superior knowledge to determine as to the Incomparable import ance of the United States In this connec tion with this one item of the world's commerce, of the speedy construction of the Nicaragua Canal? And to no section of our common country will the benefits be so Incalculable as to the Pacific Coast states. Our immense products of wheat, lumber, fish, fruits, wool and grains, be yond our demands for home i consumption, will find a safe and speedy market, not only along the Eastern coast of the United States, but In Europe. South and Central America, and elsewhere. The demanl for lumber In all its varieties is gradually and rapidly Increasing all along the Eastern portions of the United States and also In South America. Their forests are being rapidly exhausted. But turning to the Pacific States w6 find for ests almost inexhaustible of the finest tim ber that ever grew. In the states of Ore gon and Washington alone there Is today standing, according to the latest statisti cal reports, more than 430 billion feet of magnificent timber. The major portion 6r this timber In Oregon. and nine-tenths of it in Washington, Is located west of the Cascade Mountains and In close proximity to the shipping ports of the Pacific ocean. Sixty percent or more of this timber west of the Cascade Range is red or yellow flr. For slngle-stlck, top-masts xtr square rigged vessels, and the masts fore and aft, no timber In the world Equals this flr, or as It is sometimes called "Oregon Pine" In Oregon and Washington clear, straight-grained-decking, free from sap can be had In. any desired length. This timber Is now largely used for sheathing bottoms of steel ships. .The supply in Eastern States for long lengths and'large-sectlons in dimension timber Is rapidly decreasing, and the demand'at increased prices 'for fthls'product from the far Wesfls rapidly increasing. Clear dedar for building small boats Is almost exhausted In" the East, and cypress and white pine are being substi tuted. The Oregon and Washington, cedar and fir haye straight, clear lumber of any width and length desired. This production with the Nicaragua Canal -completed can be brought In sailing vessels to our Eastern porta at reasonable rates, where IU would soon take the place of white pine and cypress and be used in a. great variety of structures. But not only eo: On the coast alone, in the. State of California; In the northern parjt of that state, there Iaaccordlng to statistical experts standing" oday more than 75 billion feet of redwood. That this wood, so -desirable, beautiful and easily manufactured, would with the completion of the Nicaragua Canal soon take the place of Eastern pine, and other woods, goes without saying. The construction of this, canal will open to market the EDO billion feet of fir, cedar, redwood and also an almost Incalculable amount of Hem lock, spruce, maple, larch and myrtle, and the products manufactured therefrom, and all of which are easily accessible to the seaports of the Pacific Ocean. Product) to Be Made Available. Sixth: Because of the commercial ad vantages of the Nicaragua- route over those of the Panama route. Because of the prospective local development In the production of an infinite variety of val uable products indigenous to, that coun try, such as coffee, sugar, rice, rubber, bananas. Indigo, cocoa,- vegetables of all kinds, hard woods, mahogany, cedar red and white several varieties, besides cattle. In this respect the prospect for develop ment Is wonderful. AJong the Panama route there could be no "hope for any local development In trade or commerce to amount to anything. Seventh: The military and naval ad vantages to the United States are very largely In favor of the Nicaragua route. Eighth: If we cast our lot with the peo plo of Colombia on the Panama route, we take up our abode with a revolution ary, hostile and unfriendly people. More than 30.000 of these people aTe already oc cupying the canal belt at Panama, and they must be dealt with, they must be expelled. While within the limits of the canal concession on the Nicaragua- route there is not to exceed 2500 people, and they are not of an objectionable population. Ninth: The opportunity afforded for the cleaning of ships' bottoms of barnacles and other accretions by going 100 miles through fresh water, averaging 200 feet In depth, of Lake Nicaragua is a great advantage in favor of the Nicaragua route and one not to be overlooked. On the Panama route the distance of fresh water naviga tion Is but 12 miles in water not 40 feet in depth. Tenth: On the Nicaragua route we en counter no trouble in securing the neces sary concessions from Nicaragua and Cos ta Rica for our great purpose of con structing, maintaining and controllng an isthmian canal through those countries, hampered by no unreasonable conditions or restrictions; while with Colombia the very reverse of all this is true. The pro tocol of the proposed treaty presented to the Senate for Its consideration. Is In many respects so unjust and humiliating In ite terms and hedged about by so many unreasonable and unjust restrictions, that it would seem quite impossible that any American, much less any American Sen ator, would think for a moment of ac cepting it. Eleventh The selection of the Panama route carries with it the necessity of paying the new Panama Canal Company $40,000,000, and by which We become in volved in all the conflicting claims of the share and" bondholders of the old P,ana ma Canal Company, as well as of the new Panama Canal Company, and we become the heir and residuary legatee of controversies from which we are not like ly to become wholly extricated In the next century. And this Is true, even on the assumption "that a satisfactory title to said property can be obtained," and in this connection It might be proper to inquire Just what we are to understand by a "satisfactory title" this Is the lan guage used in the Spooner amendment, and I take it the distinguished Senator means that the title must be satisfactory to the President of the United States the President very naturally, as would most men regarding a legal title as a "sat isfactory title," and in most cases a legal title ought to be very satisfactory; but there are exceptions, and this Is one of the exceptions, and a most Important one. For, while the new Panama Canal Company may possibly, in the Judgment of eminent lawyers, be able to make a good legal title to the property In ques tion, this is a case where unquestionably Innumerable claims, based on moral and equitable grounds, may and lit all proba bility will arise If the United States be comes the beneficiary of that property, and these are claims against which no legal title will Indemnify us. And I go further even conceding fpr the sake of the argument that ther.e may be no such equitable claims existing as could be rightfully enforced In a court of Justice there Is nothing to prevent these French stockholders and bondholders from coming to the Congress of the United States with such an appeal as to give them a stand ing before Congress, and before the com mittees of Congress, to harass and annoy us for perhaps a century. Twelfth The Nicaragua route Is pref erable for the reason that the sea ap proaches to Greytown on the Atlantic and to Brlto on the Pacific, on the Nica ragua route, are Infinitely more prefera ble, being free from both calms and storms, than are the approaches to Colon on the Atlantic and Panama on tho Pa cific, on the Panama route. The ap proach to Colon, as all agree. Is liable to frequent and destructive storms, while the approach to Panama for a long dis tance for many months of each year Is an almost perpetual calm. Engineering: Comparisons. Thirteenth The Nicaragua route Is preferable for the reason that, as the strength of a chain Is only equal to that of Its weakest link, so It Is true. If, on either or both of these routes there is any engineering obstacle to overcome, then the feasibility of the whole route must depend wholly upon the power of the en gineer to overcome the particular obstruc tion, otherwise the whole scheme Is a failure, however feasible all other por tions of the route may be. On each of these routes a great dam must be con structed. This Is an essential on each r&ute, and the entire safety, practicability and efficiency of the canal In each case depends on the dam. This Is agreed to by all engineers who have examined the two routes. In the case of Panama there Is but a single place where the necessary dam can be constructed. If It can be constructed at all; this la at Bohlo, on the Chagres River. While on the Nicara gua route there are several places where a dam might be constructed, but the place -selected by the commission Jo at Conchuda, a point some three miles above the mouth aof the San Carlos River. In this case Conchuda on the Nicaragua route the dam must be 23 feet below sea' level at site of dam, where the sur face of the river Is about 50 feet above, making 78 feet under water. The con struction of this dam Involves no un usual or extraordinary engineering feat. It would involve the necessity of what Is known s the pneumatic process. But pneumatic processes have frequently been used to a depth of 100 feet, and In one Instance at least, but I believe this Is Vie only one in this country, to the depth of 110 feet; this was at the east abuttment of the St, Louis bridge. There is, there fore, no gr&at difficulty, from an engi neering standpoint, or. in fact, from any 'other, in constructing a dam at Conchuda on the Nicaragua route. But the case Is wholly different in Tef. erence to the Bohlo dam on the Panama route. There Is presented an engineering problem the like of which has never yet been solved by human science or human effort. The Isthmian Commission reports that In. order to get a rock foundation, which is an absolute necessity for a dam at this Dolnt. they must go 120 feet below sea level. This involves the sinking of caissons or pneumatic tubes 13 feet deep er than has ever been done before. Not only so; the French engineers have been proceeding upon the Idea of erecting this dam on a clay foundation. The anama engineers, after boring down 83 feet reached a stratum of hard clay some 35 feet thick, and upon this clay stratum they propose to erect an earthen dam. The American Commissioners, however, and the American engineers regard this as wholly unsafe, and insist this 33-foot stratum of clay must be penetrated and the caissons placed on solid rock. The construction and maintenance of this dam at this Immense depth and on a torren tial stream which in 1S79, according to the report of the Panama Railroad Com pany, raised 43 feet in 24 hours. Is an en gineering experiment. And as there Is only one place for this dam on tire whole Panama route, should It fall the whole structure is a failure, while there is nothing experimental in the construction and maintenance of a dam at Conchuda on the Nicaragua route. Should this dam at Conchuda give way there are several other places where the dam could be con structed that would meet the necessities of the case. Why, therefore, I Inquire, i should the United States deal In engineer ing experiments which may or may not prove .successful in entering upon the work of the construction of an Isthmian canal? Fourteenth I favor the Nicaragua route because It can be completed at an earlier date than can the Panama -route The maximum excavation at any one point on the Nicaragua route Is, according to the "testimony of the engineers taken before your committee, but 18.CO0.000 yards, as compared with 43.000.5oo yards at .the Ju lebra cut on the Panama route. The Now Panama Canal Company has been exca vating there at the average rate In the last five years of 1,000,000 yards a year. At that rate. It will require 43 years to complete the cut. And. although the com mission figures on tho ability., with suffi cient force, to remove 5,000,000 yards a year. It Is a question of considerable doubt, inasmuch as the material must all be taken out at the ends of the cut. whether a sufficient force can be em ployed with advantage to remove that amount, or anything like that amount In a year. Fifteenth Another very strong reason why the Senate should select the Nica ragua route Is because it is perfectly ap parent that,to fall to do so, and to adopt an amendment to the House bill, either adopting the Panama route or leaving It to the President to select either route, will create an unnecessary issue between thi. two houses of Congress which will at least cause unnecessary delay, and In all prob ability will result In defeating all legis lation on the subject In. this Congress. The House of Representatives, direct from the people, has In the present and pre ceding Congresses, by a practically unani mous vote, selected the Nicaragua route. This has been done after a mpst careful and thorough Investigation by one of the leading committees, and after thorough discussion. Congress has all" the evidence before It bearing upon the question nec essary to a determination of the question as to which Is the better route, and Is bet ter able, I submit, to make an Intelligent selection, than either the President, of the United States, or the President and' his whole Cabinet combined, or any other porson or tribunal or Jurisdiction what ever. The Senate is competent, as is the Congress, to make the selection. It Is Its duty to make such selectlbn, and to shirk such duty, whatever may be the motive or the pretense, however patriotic, honest and sincere the purpos and honesty and sincerity of purpose must be accorded to everj Senator the effect of such action, 1 respectfully submit, will not tend to an early construction of an Isthmian Canal, but, on the contrary, will be sure to result In delay, and In all probability will de feat the construction of the same. Sixteenth But an Insurmountable ob jection to the selection of the Panama route rests In the fact, Jn my Judgment, and in the Judgment of a majority of the Senate Committee on Interoceanlc Canals, that It is. as described by the testimonv taken before your committee, absolutely Impossible for the New Panama Canal Company, eltner with or without the con sent of the Republic of Colombia, or either with or without the consent of- the old Panama Canal Company, or either with or without the consent of the French Government, or cither with or without the consent of the New Panama Canal Company, to vest a title In the United States to the Panama property that will not be eternally and forever clouded by nn infinitude of claims and charges, aris ing, If not on strictly legal grounds, upon moral and equitable grounds, upon the part of the share and bondholders, both of the old and the New Panama Canal Company, to say nothing of the outstand ing shares In the hands of numerous per sons of about 1100 shares In the Pmama Railroad Company. Seventeenth Another formidable object ion to the selection of the Panama route arises from the fact that a part of the property owned by the New Panama Ca nal Company Is 6S.90O shares of the 70.000 shares of the Panama Railroad Company. These shares In. the Panama Railroad Company are a part of the property of the New Panama Canal Company, for which we are called upon to pay the New Pan ama Canal Company $40,000,000. This Pan ama Railroad Company Is a private cor poration, organized under a special char ter granted by the Legislature of the State of New York many years ago. The New Panama Canal Company Is not the owner of the Panama Railroad, or any part 'of Its steamships or other property. It has no power to transfer or sell this property to the United States. This prop erty Is under the management and control of the Panama Railroad Company, having its place of business. Its offices and its offi cers In the City of New York. The United States, moreover, has no authority or power, as I Insist, to hold stpek In this corporation. Certainly the New Panama Canal Company has no power to sell or In any way dispose of or control any of the property of this railroad company, out side .of such control as It might exercise by reason of being a stockholder in the company controlling a majority of the stock. Certainly as to the 1100 shares of stock which It Is admitted by all hands It does not own It has no control what ever. The construction of the proposed canal on the Panama route, moreover,, in volves the necessity of a change In loca tion, a virtual destruction, of a portion of the present Panama Railroad this for quite a distance, as the route of the canal lies on the very track of the present rail road. Will any lawyer claim for a mo ment that this can be done by the United States on the holding simply of a major ity of the shares of the stock in the rail road company, against the protests of the outstanding shareholders? Does any law yer douht the power of the holders of the 1100 shares of stock In the Panama Rail road Company to prevent not directly tho United States, I admit, but lndlrectly from tearing up the track of the rail road, by obtaining an injunction against tho men engaged in such spoliation of their property? Will the Congress of the United States assume such responsibili ties as must thus necessarily come by rea son of any attempt to Ignore the rights of the minority shareholders In this railroad company? The Earthquake Armament. But the opponents to an Isthmian Canal, especially those opposed to the Nicaragua route and in favor of Investing $10,000,000 In the Panama fraud, ever on the lookout for new arguments to sustain their posi tion. Imagine Providence has furnished them with a new and unanswerable argu ment in the terrible catastrophe that has so recently come to the people of Mar tinique by reason of the eruption of Mount Pelee. and this Is seized upon with vigor and evident satisfaction ae an ar gument against the construction of the canal on the Nicaragua route. But what is the conclusive answer to all this? It Is foubd in the well-established facts, first, that ail the history of the past falls to furnish any evidence to justify the con clusion that the possibility of destruction from earthquakes Is a f actbrof any Impor tance whatever in opposition to the con struction of the canal on either of the J two routes; and, second, that past his tory ahows a much- larger percentage a percentage of about ICO per cent greater of danger from earthquakes on. the Pana ma route than on the Nicaragua route. It Is urged that the fact that the Pana ma Is the shorter route, requiring but 12 hours for the passage of an average ship through the same, whllo on the Nicara gua route 21 additional hours are required, or In all 33 hours, Is an argument In favor of the Panama route. But the answer to all this from the standpoint of American Interests, American trade, American com merce and Indeed international trade and commerce, is found in the fact that the distance from San Francisco to New York Is 277 miles, to New Orleans 579 miles and to Liverpool 3S6 miles greater by the Pan ama route than by the Nicaragua route. The time It would tnke vcsscIb to pass over even the shorter of these" distances ill as ?tated by the Isthmian Canal com mission In their preliminary report of November 30, 19C0. much greater than the difference In time of transit through the canals,' to say nothing of the Infinite ly greater commercial advantages that would come to the United States by the construction of the Nicaragua Canal than from that of a canal on the Panama route. The difference In time of sailing ves sels passing between the eastern and western coast ports of the United States by way of the Panama and Nicaragua routes respectively Is, on an average, more than 15 days, the route via Panama being that much longer, while nt times, owing to the deadly calms on the Panama route the difference is as much as 30 or even 40 days. I find that many have supposed that what is known as the Spooner amend ment, and which has been adopted by the minority of the committee, left the whole matter of the selection of a route to the President. This Is not by any means the case. Upon the contrary, this substitute proposed by the minority directs the Pres ident to ascertain. In the first place, whether a satisfactory title to the prop erty In question can be given by the New Panama Canal Company, and If he finds that such satisfactory title can be ob tained, then the President is compelled, whatever may be his individual opinion as to which of the two routes Is the bet ter one. to pay over to the New Panama Canal Company J40.000.000 and proceed with the construction of the canal on the Pan ama route. And In the meantime, that Is, until It Is settled whether a satisfactory title can be obtained or not. the President has no power whatever to proceed with negotiations with the- Republics- of Nica ragua and Costa Rica for the purpose of obtaining the necessary concessions for the construction of a canal over that route: and It Is only In the event that a point Is reached where it Is determined that a satisfactory title cannot be had from the New Panama Canal Company, that the President has any authority whatever to take any steps, either by ne gotiations with-the Republics of Nicara gua and Costa Rica or In any other re spect, looking to the construction of the canal over the Nicaragua route. The VIcTf-s of the Minority. In the additional views of the minority of the Senate committee on Interoceanlc canals, presented to the Senate on May 31 last, and In connection with whjeh. they propose as a substitute for the pending bill what. Is known as the "Spooner Amendment," the minority say: "The substitute which wc advise in sures an Isthmian canal, and In our Judg ment more surely, satisfactorily and speedily than by any other plan." This, of course. Is undoubtedly the sin cere judgment and conviction of the mi nority. But, If I desired to defeat ab solutely any legislation at this time look ing to the early construction of an Isth mian canal, I do not know of any bet ter method I should adopt than to support the proposed substitute. The minority, while insisting strenu ously that Congress should be guided by the report of the Isthmian Canal Commis sion. Insist that the Nicaragua route Is so liable to be disturbed by earthquakes and volcanoes 'that Congress should not, for this reason alone, adopt that route, and the minority enter Into un extended argument In which they contrast the seis mic disturbances of the two routes to the great disadvantage, according to their views, of the Nicaragua rdute. Now, Mr. President, permit me to quote from the report of the Isthmian Canal Commission, submitted to the President May 9, 1899, In which, in discussing the subject of earthquakes and volcanoes, the commission says this: "From the most reliable data obtain able the Commission believe that the NICARAGUA ROUTE IS PRACTICALLY EXEMPT FROM ANY SEISMIC INFLU ENCE OF SUFFICIENT FORCE TO CAUSE DESTRUCTION OR DANGER TO ANY PART OF THE CANAL ROUTE OR SUSPENSION OF ITS TRAFFIC." It Is perfectly apparent to all that the change of the recommendation of the Isthmian Canal Commission from the Nicaragua to that of tho Panama route Is based purely and solely on what- they con ceive to be a saving In -the expense of the construction of the canal of the amount of $o,620,704. Mr. President, there Is danger In de lay; there Is a great commercial loss In delay. The best of the world's economists estimate the earnings of the world's com merce to be L2QO,000,000 annually, and If an isthmian cnnal will save but one-fifth of the time and distance. It would repre sent about $250,000,000 annually: so, as stated by one of the members of the Isth mian Canil Commission, while this ques tion Is. held In abeyance, awaiting the decision as to routes and policies, the commerce of the world is subjected to this enormous and useless waste, which would be sufficient to build the canal each year. Mr. Mitchell closed with the following quotation from Mr. Bennett's magazine article. "When the old Panama Canal Company collapsed It owed Its share and bondhold ers over $100,000,000. It had received over $2S6,0CO,0CO In cish. The value of the ac tual canal digging done by both the old and new companies Is liberally estimated by the Walker Commission at not more than $27,500,000. The existing plant is probably worth $5,500,000 more. The Pan ama Railway Is worth ncirly $7,000,000 more, but for that the Frenchmen deserve no credit. They found it there and mere .ly kept It going. Thus, the net results of the French efforts at Panama Is worth about $33,000.000 less than one-third of the boodle fund provided somebody can be Induced to finish the job, and otherwise WORTH ABSOLUTELY NOTHING. "Such Is the Panama Cmal as it was and Is conceived In fraud, born In de ception, nourished In Iniquity, living on lies and corruption, perishing of Its own rottenness; ruining the fortunes and lives of thousands, bringing Infamy to prac tically every man who even remotely ap proached It, nearly causing the patriotic Frenchmen to despair of the republic, be coming a standing argument against the democratic principle and representative government, and still filling the world with the stench of Its corrupt life and loathsome desth. "This Is the sewer the American people are asked to clean; this is the moral swamp they are asked to drain, and to whose dangers they are asked to expose their public men, and their whole citi zenship. And for whose benefit? That, a few speculative Frenchmen may sell their damaged merchandise, and a few of their American hirelings may earn the wages of shame. For that reason alone are the American people asked to risk the enor mous physical loss and expose them selves to the certainty of moral defile ment. For the solemn fact Is that the Panama Canal cannot be touched with favor by CAPltallst, by investor, by pro moter, by journalist, or by statesman without certainty of deadly moral Infec tion. All the water of the multitudi nous seas cannot wash Panama clean, nor all the winds of heaven blow away Its deadly miasmas. It Is simply too rot ten to be touched without defilement, or even to be looked at without nausea. "Such are the facts about Panama, and these facts it behooves every American public man. every American Journalist yes, every American citizen carefully to consider. When he considers them fairly and honestly, with due regard to his country's welfare, political and moral, he can reach but one conclusion. Panama cannot be touched with safety by the American people. It must -be shunned as a place incurably affected with -the most deadly moral plagues. It must re main what it was and is a perpetual monument to human credulity and hu man villainy a dung heap of crime and a sink of Iniquity wherein no nation can delve without certainty of Irremediable pollution." ADVERTISED. - Onclalraed Letters Rcmaln'tarr In th Poaioflice at Portland. Off. Free delivery of letters by earners at the residence of owners may be eenured by observ In the following rules: Direct plainly to the street and numbar of the house. 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