Washington standard. [volume] (Olympia, Wash. Territory) 1860-1921, 1892-11-18

OF his money. In the matter OF tolls
there is no restriction in the cOnces-
sion or in the charter OF the company
as to the rate to be charged. The con-
cessions. however, provide that when
ever the dividends exceed - per cent.
per annum a reduction in tolls shall
be made to bring the dividends within
that limit.
POLITICAL NECESSITY.
1t was the opinion OF the Conven-
ton, that a commanding sense Of pa
triotic duty to our whole country de-
mands that the Government of the
United States shall seize the opportun-
ity to secure absolute and undisputed
control Of the canal by giving such aid
to it as will assure its speedy and econ
omical construction. 1t is well-known
that some OF the great transatlantic
powers are looking with covetous eyes
to this enterprise, and that it is sub
ject OF the deepest concern to the
United States. The nation which
secures the control of the Nicaragua
Canal must necessarily become there
by one of the greatest powers in the
world in its influence on commerce
and naval warfare.
1t is an inadequate illustration OF
the military feature of the subject,
to say that it would require two fleets
separated by 10000 miles OF sailing
distance to blockade one fleet Of
power equal to either in Lake
Nicaragua, but even this doubling of
the power of our fleet by the owner
ship of this canal is but small part
OF the strategic advantage of such a
situation. As foothold from which
to attack or defend, to threaten or
protect all the coasts of this hcmis.
phere and the islands and adjace
seas, it is more commanding power
to the Atlantic and Pacific Oceans
than the Gibralter is to the Mediter-
ranean Sea.
If the United States had at any
time given its consent, either England
France or Germany would long since
have constructed and given this great
work to the world, but our Govern
ment would not, and should not give
her consent. Yet is it just to the
world, or consistent with the manifest
duty OF this great Republic, assuming
as 1T does to guard and protect the
destinies OF all the American Govern
ments against foreign interference,
to deny longer this great boon to the
world? Following the opening OF the
Suez Canal, the Nicaragua Canal is
logically necessity OF the worlds
commerce. 1t is not only living, it
Is burning question, and the sooner
it is settled, the better for all the
world
WHO WILL BUILD THE CANAL?
1t is no longer a question as to
whether the canal will be built or uot,
the only question is, who shall build
1t, and who shall control it when
built? European syndicates, we are
reliably informed, have already made
overtures to the Canal Company, but
we believe the United States cannot
afford by carelessness, hesitation or
neglect at this opportune time to per-
nit ali enterprise of such magnitude
and of such far reaching advantages
to every interest of this country, to
pass into the hands and under the
control of any foreign country.
1t behooves us, therefore, rs a ma.
ton conscious of the power we WELD,
and OF the greater influence we may
exert, upon the destinies of this conti-
nent, to perform the duties without
delay which we deny others the privi-
lege to assume, and to adopt now the
best means of securing the early COM
pletion OF this work, whose advantages
we are willing To share with the world
at large, but whose control should
never be allowed to pass out of our
hands.
WILL THE CANAL PAY?
While the question as to the finan-
cial returns OF the canal is not one to
be considered in connection with our
duty, as a nation, in building it, it
may safely be asserted that whether
built by private enterprise wholly or
with the partial aid OF the government,
the canal will be source of wealth
to the nation or individuals complet-
ing it. We refer in this connection
to the precedent of the Suez Canal
which saves only 5000 miles of naviga-
ton around the Cape of Good Hope,
while the Nicaragua Canal annihilates
distances three times as great between
points in our own territory.
The following results of the working
of the Suez Canal prove that it has
been great success:
Statement showing the number of
ships and net tonnage which passed
through the Suez Canal, and the gross
receipts therefrom from 1870 to 1891
inclusive.
Years 1870, No. ships, 4SS; net ton
mage, 435,600; gross receipts (Francs,)
4,345,75S.
Year 1875, No, ships, 1894; net
tonnage, 2,O09,9S4; gross receipts
(Francs) 2G,4307jO.
Year 1880, No. ships, 2,O2S; net
tonnage, 3,O57,42l; gross receipts
CFrancs,) 36,492 ,623.
Year 1885, No. ships, 1924; net
tonnage, 6,335,752; gross receipts,
(Francs,) 60,O57 ,259.
Year 1890, No. ships, 4,3S9; tom
mango, 6,S53,637; gross receipts,
(Francs,) 6S 1888 900.
Year 1891, No. ships, 1906; net
tonnage. S,G99,O29; gross receipts
(Francs,) S3,421 ,504.