The sun. [volume] (New York [N.Y.]) 1833-1916, 1906-06-24

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70 fas Fmfoa ~ rae sUa NJ Tn
dsrlslva vBta IN ihs seoste yestsfday IN
favor NJ . LORD canal warrants the etprc'aa
iiuH that bafdge many Hays NJ tefhats
hnusa ths act 6esiaiag tho tyts ~ Tho 18th
mian eAhai W. ~ Ipiiit viii herrfrs ihe law
N the land Tue ats 10 etualiy Wafftot"'l
M aasumlnU. NJ n daea fhia fnofflha that
'apfna dHy sputvrf NJ later arhaie ~ Hrtsr
~ hath In eonrtffrncr viii disprr ~ ~"
etBaliy lhafieuna'a idea ~ y fs'flnHuer'
irck raaal NJ hiat igvei n atch n canal is
net %dlsts4rl NJ Nv legislative enactment
The d~~utnW'lts forces NJ Mature vii do tho
huslhcaa ty a~ndlna alone ~ earthquake
II wil noi bo necessary ~ wait fof 80
earthquake, nor long Tor whatevsr leelala.
ton may le heceaaary "a obtain the fullest
Legislative sanction fof tho en,lfo plan ~
Proposed by N Btnau.v arllla of = lock
canal NJ n lsvel NJ hut leua than 1871 feet ~
m Ausliiary 10 tho a~ppe,lier nuptlala ~ Tho
Atlantic and Pacific oceans ny n STRAIT
Tho Commissioners who recommended that
tho forks should begin NJ the eighty foot
level wcrc not happily inspire1. nor u
there any doubt that the engineers will
clamor for water transportation of Their
debris before their dredGea even reach tho
iD foot level,
There are. however, othsr and more i'm.
portant reasons for getting the canal open
and In operation M the earliest possible
time than mere economy In construction
and the accommodation ~ trafic -reasons
which will exert a very decisive Influence
probably upon our future Legislation.
The managing council OF the Sues Canal
Ia at this moment considering the necessity
Of either broadening II or duplicating 1t
by a parallel canal. The pretext IL that
the British shipo wners are olamoring for
lower rates on the ground that they FUR
nish more than 40 per cent. OF the traffic
on the canal and that by the current high
rates they are unjustly taxed for the benefit
Of foreign ahipowners. The rates cannot
be reduced without reducing the revenue
OF the canal except by increasing Its ca
pacity; and as IL has paid into the British
exchequer in dividends and interest during
the thirty years since Its opening the sum
of more than $50 600 900, there ia little doubt
that the council will decide upon adopting
the only course which will enable 1t to
diminish the rates without diminishing Its
revenue, and that Of course would be by
increasing Its capacity.
How far this measure may be stimulated
by the prospective rivalry OF the isthmian
canal it Ia not necessary here to speculate;
but that the prospect Of such a rivalry will
help the council to a conclusion favorable
to the enlargement there can be no doubt.
The experience Of the Suez Canal and its
extraordinary prosperity, while it warrants
the presumption that this enlargement will
be made before it will have the isthmian
canal to compete with It, also teaches us
that we must lay our plans as early as
possible in contemplation Of a strait or
waterway for a vastly larger traffic than
any contemplated sea level canal could
accommodate.
When the Suez Canal was opened in 1859
the charge a ton was 81. This was lowered
to ST. 10 in 1908 and to 81 so in 1905. The
growth Of its traffic will appear in the
following table Of it's earnings since it was
opened for navigation in 1889: