Norwich bulletin., 1910-12-07

fNSo Io CIlOICe dHu WHICH cOulu never in any other way be absolutely safe guarded against desperate and ire sponsible enemy.
 Canal Tolls.
 Another question which arises for consideration and possible legislation is the question of tolls in the canal. This question is necessarily affected by the probable tonnage which will go through the canal. It is all a matter of estimate, but one of the government commission in 1900 investigated the question and made a report.
 He concluded that. the total tonnage of the vessels employed in commerce that could use the isthmian canal in 1914 would amount to 6S43,S0 tons net register and that this traffic would increase 25.1 per cent per decade, that 1t was not probable that all the com merce included in the totals would at once abandon the routes at present fol lowed and make use of the new canal and that it might take some time, per haps two years, to readjust trade with reference to the new conditions which the canal WOuIu eStaDllEn.
 He did not include, moreover, the ton mage of war vessels, although 1t is to be inferred that such vessels would make considerable use of the canal. In the matter of tolls he reached the con- clusion that a dollar a net ton would not drive business away from the ca nal, but that higher rate would do so.
 Ho+ ha chnVrId be we certainly ought not to insist that for good many years to come they should amount to enough to pay the interest on the investment of S4OO.- 100000 which the 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 cd States from this expenditure are not to be measured solely by return upon the investment. If fl were, then the construction might well have been left to private enterprise.
 It was because an adequate return, upon the nOney invested could not be expected immediately or in the near future and because there were pecul DOiIl1C6A LO BC AcAlfoN from the construction of the canal that it necessarily fell to the government to advance the money and perform the work.
 In addition to the beneft to our na- val strength, the canal greatly in- creases the trade facilities of the United States. It will undoubtedly cheapen the rates Of transportation in all freight between the eastern and western seaboard, and it will greatly increase that trade by reason of the reduction in its cost Then iA we are to have a world canal and if we are anx- ious that the routes of the worlds trade shall be through the Panama canal we must recognize that we have sn active competitor in the Suez ca- nal.
 Then, too, there are other means of crossing the isthmus-by the Tehaun- tepec railroad and by other railroads and freight routes in Central America to the Atlantic aide.
 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 S1 per net ton. On Jan. 1, 1911, the tolls in the Sues canal are to be 2 francs and 25 centimes for one net ton by Suez canal measurement, which is 8 modi- hcatlon of Danube measurement.
 A dollar q ton will secure under the figures above 8 gross income from the Panama canal of nearly $7,0Oo, 900.
 The cost of maintenance and opera ton is estimated to exceed 3,00O, 900. Ultimately, of course, with the normal increase in trade, the income will ap- the investment,
 On the whole, should recommend that within certain limits the president be authorized to hx 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 LuclCc OL llle WOIN may nave Li1uB 10 adjust itself Co the new conditions re- sulting from the opening of this new highway.
 The next question that arises is as to the maintenance, management and general control of the canal after it's completion It should be promised that it is an essential part of our navy es- fsblishment to have the coal, oil and other ship supplies, a drydock and re- pair shops conveniently located with reference to naval vessels passing through tho canal
 Now, if the government for naval purposes Is to undertake to furnish these conveniencss to the navy, and they are conveniences equally required by commercial vessels. there would seem to be strong reasons why the gov ernment should take over and include In It's management the furnishing not only to the navy. but to the public, dry dock and repair shop facilities and the sale of coal, oil and other ship sup plies.
 The maintenance of a lock canal of | his enormous size in sparsely popu- lated country and in the tropics, where she danger from disease Is always pres ent, requires large and complete and well trained organization with full po- lice powers exercising the utmost care,