The morning call. [volume] (San Francisco [Calif.]) 1878-1895, 1892-12-16
EUROPE AND NICARAGUA.

EUROPE AND NICARAGUA.
Ii is surely not too far TO look ahead and
ask the question what use European trade
will make of the Nicaragua canal when it
is open. TIE North America, and especially
TO the United States and Mexico, the gain
to navigation and rapid communication can
not be overestimated. But while looking
eagerly forward to the realization OF our
own hopes in the serviceability OF the canal,
1t must be borne in mind that Europe will
also contribute its share of trade patronage.
Taking it for granted that the Nicaragua
route, as advocated By the recent conven-
tiGn and as now proposed in practical shape.
will be kept in perpeluity under the con-
troll of the United States Government, and
that, in conformity with the Monroe doc
trine, no European power will be allowed
TO Interfere in the management, it may be
asked what effect the canal will nave upon
the commerce of Europe? Looked at dis
passionately and with sole desire to de-
duce what is probable. the conclusion may
be arrived at that on many long routes the
Nicaragua canal will subtract from the
business OF the SueZ canal.
The Suez canal has peeuiarIiies that rem
der it Objectionable to navigators as a neck
between the oceans. 70 reach ii from
the centers of commerce which supply
cargo and passengers the route is round
about ZEZag and often dangerous. Ger
many, England and France have alike to
face the tempestuous buifetings of the Bay
Of Biscay, and the long voyage up the Medi-
terranean, across forty degrees OF longitude,
has also its perils and diseomf0rts. Pas
sengers from The East may avoid this part
OF the voyage and whole week at sea by
taking train to Brindisi, in Italy, where
most steamers call, but the detour is ex-
pensiye The Suez canal is eighty five
miles long. Except that the passenger is
delighted with glimpse of the land of the
Phareahs. theie is nothing 10 attract him.
4 traffic of over 100000 tons OF shipping a
year by day and night, the electric light
now being ia use, has con yerted this arti-
fetal waterway into a condition of nause-
business suggesting a sewer. The waters
are sluggish and little can be done to i'm
prove the rOnte. OGce into the Red Sea,
where the waters are pure, the suns force
is felt in iorridity resembling furnace
During the days of passage down the Red
Sea sleep is impossible. Those who have
experienced the passage prefer to return 10
Australia By the American overland route.
Those who are bound for India cannot help
Kong or Yokohama would probably prefer
the Nicaragua direct rnute. If one studies
the map it will be seen that the Snez canal
route is a zigzag. even after passing Socotra.
al the entrances to the Red Sea. To Aus
tralia il is straight line, if no call is made
at Bombay or Colombo; but to China or
Japan the navigation is complicated, and.
as many wrecks have shown, is very dam
gerous.
Tie SueZ canal was opened in 1869 The
profits to-day are such as to yield 70 or more
per cent dividend, and the rates have con-
stantly to be sealed down to prevent higher
dividends being declared. England as a
country owns about half the shares but the
real control rests with the French, and the
French shareholders are very tenacious in
exacting all the dividend they can get. To
excessive tolls the British Government is
strongly opposed. for three-fouiths of the
whole traffic is in the hands of British ship
owners. France really cuts a very poor
figure in the traffic. Great Britain az least
makes n use of the canal to impose differ
ential tolls. The use of the canal is Just as
free at the same rates TO the country which
sends one ship as to the country which
sends thousands of vessels through.
Some time ago the inflexibllity of the
French against concessions 10 ship-owBers
was so obstinate that the Times published
a remarkable editorial advocating the con-
struction of a second canal with British
capital exclusively, with a view to leave
the De Lssseps canal severely alone When
the matter was examined into, however, ii
was found that De Lesseps' privilege across
the isthmus was exclusive. Since that lime
the canal has been greatly widened and i'm
I'M ia cfnr6 IN
serve the wants of commerce forever.
American traffic across the Nicaragua
route will be enormous from the very day
the locks are open. Steamers and ships
will use the canal almost without exeep-
ton in passing between the Atlantic and
Pacific oceans. A great volume of the
European trade with Australia will also
prefer this route 1t affords straight line
on the chart to New Zealand, which lies in
longitude $50 degrees, ard is really the
autipodes of England. Australia lies be-
tween longitude 108 and liz east of Green
wich, but then on the Nicaragua voyage
there are no Interruptions TO steamers or
ships, simply the one transit of the canal.
1t Is therefore a preferable route. To
Japan and China again. lying between longi-
tude 145 and ITO cas-. of Greenwich, the m-
provement Of the Nicaragua voyage is con-
siderable. by reason of the tortuous naviga-
ton of the Malayan coast. The United
States Government can attract European
traffic to this route for all parts of the earth.
1t is maintain ed that the canal should not
so much be used as source OF profit as
highway of commerce paying expenses and
keeping clear of debt. Then the point
arises whether the tolls will be discrimina-
tive. The canal will be a United States
possession. Win the tolls for American
commerce be kept down to the lowest point,
and viii those on foreign shipping be ex-
acted on a higher scale? The Suez canal
directors make no distinction and
neither should this country But whatever
is done we must retain control of the canal