The daily telegram. [volume] (Clarksburg, W. Va.) 1901-1926, 1910-12-06
PREs.IlEII IAET
1coaslnned rom page I2.1


RaI. but that II higher rate would do so.
In Determining what the tolls should
he we certainly ought not to insist
lat for a good many Eenrs TO come
they should amount to enough to pay
he interest on the Investment OF $780,
100000 which tile United States has
made in the construction of the canal.
we ought not to do this, first. because
the benefits to be derived by the Unit
ed states from this expenditure 0re not
to be measured solely by a return upon
the investment. II It were, then the
construction might well have been left
TO private enterprise.
It was because an adequate return
uElon the money invested could not be
expected Immediately or in the near
future and because there were pecui-
lar political advantages TO he derived
from the construction Of the canal thai
Ct necessarily fell To the government to
advance the money ard perform the
work
In addition to the benefit to orr ma
val strength. the canal Greltly In
creases the trade facilities of the
United States 1t will undoubtedly
cheaper the rates of transportation in
ali freight between the eastern and
NGSNGEIA SS1DOAAAs aAuN - ''A'' s9AStNSiSs
increase that trade By reason of the
reduction in its cost. Then IL we are to
have a world canal and IL we are anx-
ious that the routes of the worlds
trade shall be through the Panama
cnunI we must recognize that we have
All active competitor In the SucZ ca
nal.
Then too. there are other means OF
crossing the isthmus-by the TchHun-
tcl,ec railroad and by other railroads
and freight routes in Central America
to the Atlantic side
In all these cases the question
whether the Panama canal is TO be
used and its tonnage increased will be
determined mainly by the charge for
its use. My own impression is that
the tolls ought not to exceed 81 per
net ton. On Jan. ]. 1911. the tolls in
the Suez canal are TO be francs and
% confines for one net ton by SucZ
canal measurement. which is n modi-
fication OF Danube measurement.
a dollar Il ton VIII secure under the
figures above gross income from the
Panama canal Of nearly $To0O0O0.
The cost of maintenance and opera
ton Is estimated to exceed $3,0o0,0OO.
Ultimately. of course. with the normal
increase in trade, the income will APP
proxImate the interest charges upon
the investment.
On the whole, 1 should recommend
that within certain limits the president
be authorized to fix the tolls of the
canal and adjust them to what seems
TO be commercial necessity.
The inquiries already made OF the
chief engineer of the canal show that
the present consideration of this Ques-
ton is necessary in order that the COM
merce Of the world may have time to
adjust itself to the new conditions re-
SuIting from the opening OF this new
highway.
The next question TINT arises is rs
TO the maintenance. mana gcment and
general control OF the canal after it's
completion. 1t should be promised that
it is an essential part OF oar navy es-
adjustment to have the coal. oil and
other ship supplies. a drydock and re-
pair shops conveniently located with
reference to naval vessels passing
through the canal.
Now. II the government for naval
purposes is TO undertake to furnish
these conveniences TO the navy, and
they are Conveniences equally required
by commercial vessels there would
seem to be strong reasons why the gov
eminent should take over ANA include
In its management the furnishing not
only to the navy. but to the public. dry
dock md repair shop facilities and the
sale OF coal. oil and other ship sup
plies.
The maintenance OF 81 lock canal OF
this enormous size in SparSely popu
lated country and In the tropics, where
the danger from disease is always pres
eut, REQUIRES Il large and complete md
we'll trained organization with full po-
lice powers, exercising the utmost care.
The visitor to the canal who is inn
pressed with the wonderful freedom
from tropical diseases on the isthmus
must not be Inisled as TO the constant
vigilance that Is needed to preserve
this condition.
The vast machinery OF the locks. the
necessary amount OF dredging. the
preservation OF the banks OF he canal
from slides. the operation ana the
maintenance of the equipment of the
RAILWAY Will all require force. not, of
course, to be IIlIened In any way TO the
present orga niZatiOn for construction.
but n skilled body OF men who can
keep in q state of usefulness this great
instrument of commerce.
Such mn organization makes it easy
to include within its functions the fur
nisIinE Of Jlrydock. fuel. repairs and