D 000 467 155 8 Some Reasons why the Hepburn Bill should not be passed before the Report of the Isthmian Canal Commission is made. Some Reasons why the Hepburn Bill should not be passed before the Report of the Isthmian Canal Commission is made. In view of the many false statements and the misleading reports disseminated by various interests rel- ative to the Panama Canal and the New Panama Canal Company, in connection with the construction of an Isth- mian Canal ; and because of the misinformation which prevails about the project, the New Panama Canal Com- pany, through its counsel, desires to state : That the Panama Canal is not a wrecked, aban- doned piece of property. On the contrary, it is actively under construction, and has been for the past four years, during which time from two to four thousand laborers have been continuously employed, besides a large force of engineers. The total length of the Canal is 47 miles. Of this, 20 miles — about 15 on the Atlantic side and 5 on the Pacific — have been practically completed, and a large amount of interior excavation has been done. Over 50,000,000 cubic yards have already been excavated from the Canal, and only 65,000,000 remain to be excavated. The harbors at either end have been established and used by the commerce of the world for upwards of fifty years. SRLF URL f 3 C2S25" Large and commodious docks and warehouses have been built at these harbors, and arc now in use. The dock at Panama, recently completed, cost at least $l,r>00,000. The Panama Railroad parallels the Canal and connects the two harbors and is an efficient aid to the con- struction of the Canal. The engineering problems have been conclusively solved by the most eminent Board of Engineers in the world, after four years of examination and labor, and at an expense of millions of dollars in engineering work, develop- ment and construction. These facts can be substantiated by members of the Isthmian Canal Commission, who have recently visited the Isthmus and inspected the route and plant of the New Panama Canal Company. This Commission was appointed by President McKinley, pursuant to an Act of Congress passed in March, 1899, and $1,000,000 appropriated to defray the expenses of investigation. They are now continuing their investigation, and have at least six hundred engineers, assistants and laborers in the field. Admiral Walker, Colonel Ernst and Ex-Senator Pasco, members of this Commission, are in daily attendance at their offices in the Corcoran Building, on 15th Street, in this city. 4 Regarding the New Panama Canal Company* The Present Company acquired by purchase from the Receiver or Liquidator of the old Company, all of its property, plant, rights and concessions, and has no connec- tion directly or indirectly with the old De Lesseps Com- pany, the former owner. It is now the absolute owner of the Panama Canal works, buildings, machinery, concessions, and all other Canal property on the Isthmus. Its shares of stock are owned by the subscribers who organized the New Company, who are private individuals, firms and banks. The Concessions are undisputed and in force. The diplomatic rights of this Government respect- ing the protection of the Canal and its use, are superior to those of any other nation, as established by the Treaty of 1846 with New Granada (now Colombia), and the Conces- sions. The rumor that the Company is or has been offer- ing its works, plant or machinery for sale is absolutely untrue. The Company has not asked, is not asking and does not seek any financial aid from the United States. But while it does not seek any financial aid from the Government, it recognizes the National sentiment in favor of acquiring some pecuniary interest in any Isthmian Canal. It has, heretofore, in writing, offered to the Govern- ment that if as the result of the investigation now being made by the Isthmian Canal Commission, the United States adopts the Panama Route, the New Panama Canal Com- pany, if the Government so desires, will re-incorporate un- der the laws of the State of New York, or of some other State of the Union, subject to the provisions of its Conces- sions, and vest its Concessions and property in such cor- poration. It will also in said event, accord to the United States such representation in its Board of Directors and such opportunity to acquire an interest in its securities as may be permitted by its Concessions, which of course must be scrupulously observed ; and, further, if the United States should desire to perpetuate or enlarge its existing rights and privileges acquired under the Treaty of 1846, the Company will conform to such supplemental treaty as may be entered into between the United States and Colombia. The Company has at no time had, or maintained, any lobby in Washington, and any statement to the con- trary is untrue. It relies upon the merits of its project and the advanced condition, of its work, and is confident of the completion of its canal. It is also respectfully submitted that the Congress of the United States should not undertake at this time to legis- late upon this important question, without waiting for the report of the Isthmian Canal Commission, after having appro- priated a million dollars to secure information upon which to base its action, and after having invited information of the New Panama Canal Company's project, the exhibition of its surveys and plans, as well as its valuable records, statistics and data — the result of the accumulation of years of labor and investigation. Respecting the merits of the Panama and Nica- ragua routes, Brig. Gen. Henry L. Abbot, retired, late Chief of the Engineer Corps, U. S. A., has made the following interesting comparison, published in the Forum in Novem- ber. 1898 : Panama. Two good harbors now existing. A good railroad now existing along the entire route. Actual construction, now well advanced (about two- fifths entire length ac- tually completed) and remaining difficulties accurately known. No constructions projected which are not justified by recognized engineer- ing practice. Except the works at Bohio, no difficult excavations or constructions to be made where the annual rainfall ex- ceeds 93 inches (only about 50 per cent more than on our Gulf Coast). Route lies wholly in Colombia, where all interests will be benefited by the Canal. Distance to be lighted and supervised when the Canal is completed, 46 miles. No active volcanoes within about 200 miles of the route of tbe Canal, and earthquakes therefore less probable. Cost carefully estimated on detailed plans at about one hundred million dollars. Concessions from Colombia (upon which whole undertaking is based) ample, satisfactory, and unques- tioned. Nicaragua. Two harbors to be created ; one of them (Greytown) presenting unu- sual natural difficulties. A long and difficult railroad to be con- structed, which Gen. Hains consid- ers should extend along all the route, except the lake portion, i. e., for a distance of 120 miles. Practically nothing done in way cf con- struction, and many of the essential elements undecided. One or two dams projected wholly with- out precedent in canal work ; and many embankments which must be permanent elements of danger. The most difficult works lie in a region where the observations of the Canal Company indicate the annual rainfall to be nearly 22 feet (256 inches), or nearly three times as much as at the Panama sites. Route lies on the border of Nicaragua and Costa Rica, where local jealousy already exists, which may preju- dice the interests of the Canal. Distance to be lighted and supervised when the Canal is completed, 176 miles, or nearly four times as great as the Panama. Active volcanoes near route ; one, Omotepe, on an island in Lake Nica- ragua, and another, Onose, only about 40 miles from the locks. An earthquake on April 29, 1898, at Leon, destroyed several buildings. Cost estimated by the Government Commission on data recognized as wholly insufficient, at about one hundred and thirty-three million dollars. Concessions from Nicaragua and Costa Rica (upon which whole under- taking is based) either expired, or expire next year, and officially de- clared by Nicaragua to be forfeited and void. Assuming that both canals are constructed and open to navigation, compare the two routes, by considering which of them would undoubtedly be selected by vessels seeking to cross the Isthmus. This is a crucial test which will reveal their relative merits : — Panama. Ports both known to be good and easy of access. Length of route 40 miles, and time of transit 14 hours. Summit-level probably 103 feet and perhaps only 00 feet. Locks double from the opening of the Canal, one chamber 738 by 82 feet, and the other 738 by 59 feet, with intermediate gates. Curvature gentle. Smallest radius 8,200 feet. Of the 40 miles, 20| are straight, and 15 have radii equal to or exceeding 9,850 feet. No troublesome winds or river currents to be encountered even in times of flood. Nicaragua. Both Ports artificial, to which access may be doubtful, especially on At- lantic side. Length of route 170 miles, and time of transit not less than 44 hours. Summit-level 110 feet. Locks single ( subsequently to have an- other chamber added ) ; dimensions 050 by 80 feet. Curvature too sharp. Smallest radius in Canal proper 4,000 feet. For 08 miles the route traverses the San Juan River, where to gain 47£ miles as a bird flies, it is necessary to travel G7£ miles — a loss of 43 per cent. Heavy trade-winds and strong river currents. April 27, 1900. Sullivan & Cromwell, General Counsel of New Panama Canal Company, New York City *mv OF CALIF. LIBRARY. tOkMBtoM