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Show practically one. As a rule, distributed work affords a greater number of available avail-able points of attack, contributing a quicker completion, but in either of these cases such difficulties as may exist can be successfully met with suitable organization organi-zation and elncient appliances. Labor Scarce There. The time required for constructing te Nicaragua Canal will depend largely on the promptness with which the requisite force of laborers can he brought to Nicaragua, Nica-ragua, housed and organized with the locations' lo-cations' of heaviest work along the route. The cut through the divide west of the lake probably will require the longest time of any single feature of construction. construc-tion. It contains IS.000,000 cubic yards of earth and rock execration, or a little less than 10 per cent of the total work of all classes included. With adequate force and plant this commission estimates that it can be completed in four years. This indicates, under reasonable allowance for ordinary delays, if force and plant enough werf obtainable, to secure a practically concurrent execution of all portions of work on the route the completion com-pletion of the entire work might be executed exe-cuted within six years after its being started, exclusive of the two years estimated esti-mated for the period of preparation. The securing and organizing of the great force of laborers needed, largely foreigners, foreign-ers, so as to adjust the execution of the various portions of the work to such a definite program of close fitting parts in a practically unpopulated tropical country involves unusual difficulties and would prolong the time required for completion.- The greatest single feature of work on the Panama route is the excavation excava-tion in the Culebra section, amounting nocerfary for the construction of the canal and for its management after completion com-pletion the United Slates khould acquire control of a strip of territory from sea to sea sufficient in area for the convenient conveni-ent and eflicient accomplishment of these' purposes Measures must also be taken to protect the line from unlawful acts of all kinds to insure sanitary control and to render police jurisdiction effective. The strip should be not less than five miles wide on -each ,ide of the center line of the canal, or teiimiles in total width. No treaties-, now exist with any of the states within whose territory the two routes lie authorizing the United States to occupy its territory for the construction con-struction and operation of a canal. When it has been determined to undertake the work and the route l as been selected, the consent of ColomblE., or of Nicaragua and Costa Rica, for such occupation must be obtained before the inauguration of the enterprise, and one or more contentions con-tentions must be entered Into by the United States to secure the necessary privileges and authority. The republics of Nicaragua and Costa Rica are un-trarnmeled un-trarnmeled by any existing concessions or treaty obligations, and are free to grant to the United States the rights necessary for the attainment' of these ends, and in December, 1H00 demonstrated demonstrat-ed their willingness to hav their territory terri-tory so occupied by the Unued States by executing protocols by which it was agreed that they would enter into negotiations ne-gotiations to settle in detail the plan and agreements necessary to accomplish the construction and pr. ide for the ownership of the proposed canal whenever when-ever the President of the UnitedStates is authorized by law to acquire the necessary nec-essary control and authority. CftlCOiMfiflRMI Nicaragua Route s the Best and Cheapest. COST "ABOUT $189,864,062. By the Fanama Route the Cost Is Estimated Esti-mated at 253,374,858, and in Addition the Canal Concession Would P-oat tne United States 8109,141,000. The Interoceanic Canal Commission's Commis-sion's report is in favor of the Nicaragua Nicara-gua route and it will be submitted to Congress before the holiddays. Here is the report in full: The investigations of this commission nave shown that the selection of "the most feasible and practicable route" for an isthmian canal must be made between the Nicaragua and Panama locations. Furthermore, the complete problem involves in-volves both the sea level plan of canal and that with locks. The Panama route alone is feasible for a sea level canal, although al-though both are entirely practicable and feasible for a canal with locks. The time required to complete a sea level canal on the Panama route, probably more than twice that needed to build a canal , with locks, excludes it from favorable . consideration, aside from other serious features of its construction. It is the conclusion of this commission, therefore, that a plan of canal with locks should be adopted. A comparison of the principal prin-cipal physical features, both natural and artificial, of the two routes, reveals some points of similarity. Both routes ' - . cross the continental divide less than ten miles from the Pacific Ocean, the Panama Pana-ma summit being about double the height of that in Nicaragua. Both Routes Require Costly Dams. For more than half its length the location loca-tion of each route on the Atlantic side is governed by the course of a river, the flow from whose drainage basin is the only source of water supply for the proposed pro-posed canal; and the summit levels, differing dif-fering about twenty feet in elevation Panama being the lower are formed by lakes, natural in the one case and artificial arti-ficial in the other, requiring costly dams and water ways for their regulation and for the impounding of surplus waters to reduce the effect of floods and meet operating op-erating demands during low water seasons. sea-sons. The investigations made in connection con-nection with the regulations of Lake Nicaragua have demonstrated that the lake affords an inexhaustible water sup-, sup-, ply for the canal by that route. The initial in-itial proposition, on the other hand, for the Panama route, is to form Lake Bohio so as to yield a water supply for a traffic of 10,000,000 tons, which can be supplemented supple-mented when needed by an amount sufficient suffi-cient for more than four times that to about 43.000,000 cubic yards of hard clay, much of which is classed as soft rock, nearly 45 per cent of all classes of material to be removed. ' Eight 1'eais Required. It is estimated that this cut can be completed in eight years, with allowance for ordinary delays, but exclusive of a two-year period for preparation and lor unforeseen delays, and that the remainder remain-der of the work can be finished within the same period. The great concentration concentra-tion of work on this route and its less amount will require a smaller force of laborers than on the Nicaragua route. Hence the difficulties and delays involved in securing them will be correspondingly diminished. The total length of the Nicaragua Nica-ragua route, from sea to sea, is liU.Ob miles, while the total length of the Panama route is 49.09 miles. The length In standard canal section, and on the harbors and entrances, is 73.78 miles for . fhe Nicaragua route and 36.41 miles for the Panama route. The length of sailing line in Lake Nicaragua is 70.51 miles, while that in Lake Bohio is 12.68 miles. That portion of the Nicaragua route n the canalized San Juan is 3S.37 miles. The preceding physical features of the two lines measure the magnitude of the work to be done in the construction of waterways water-ways along the two routes. The estimated esti-mated cost of constructing the canal- on the Nicaragua route is $15,030,704 more than that of completing the Panama Canal, omitting the cost of acquiring the latter property. This sum measures the difference in the magnitude of the obstacles ob-stacles to be overcome in the actual construction con-struction of the two canals and covers Colombia Not Free. The government of Colombia, on the contrary, in whose territory the Panama route lies, has granted concessions which belong to. or are controlled by the New Panama Canal Company, and have many years to run. These concessions, limited limit-ed in time and defective in other ways, would not be adequate authority for the purposes of the United States, but while they exist Colombia is not free to treat with this government. If the Panama route is selected these concessions must be removed in order that the republics may enter into a treaty to enable the United States to acquire the control upon the isthmus that will be necessary and to fix the consideration. An agreement agree-ment with the New Fanama Canal Company Com-pany to surrender or transfer its concessions con-cessions must include a sale of its canal property and unfinished work, and the commission undertook, soon after its organization, or-ganization, to ascertain upon what terms this could be accomplished. Much correspondence cor-respondence and many conferences followed, fol-lowed, but no proposition naming a price was presented until the middle of October, Octo-ber, 1901, and after prolonged discussion It was submitted to the commission In a modified form on the 4th of November, to be included in its report to the President. Presi-dent. The itemized statements appear In an earlier chapter of the report, ine total amount for which the company offers to sell and transfer its canal property prop-erty to the United States is $109,141,500. This, added to the cost of completing the , work, make? the whole cost of a, canal bv the Panama route $253,374,858 .while the cost by the Nicaragua route is J18S,- traffic by means of the Alhajuela reservoir. reser-voir. For all practical purposes this may be considered an unlimited supply for the Panama route. So far as the practical operation of a ship canal is concerned, therefore, the water supply features on 1 both lines are satisfactory. The difficulties disclosed and likely to be encountered in the construction of the dams are less at Conchuda, on the Nicaragua Nica-ragua line, than at Bohio, on the Panama Pana-ma route. Both dams, however, are practicable, but the cost of that at Bohio is one-half more than that at Conchuda. Con-chuda. Commission Desires a Perfect Structure. A less expensive dam at Bohio has been proposed, but through a portion of Its length iKwould be underlaid by a deposit de-posit of sand and gravel, pervious to water. wa-ter. The seepage might not prove dangerous, dan-gerous, but the security of the canal is directly dependent upon this dam, and the policy of the commission has been to select the more perfect structure, even at a somewhat greater cost. The waterways water-ways at both locations present no serious seri-ous difficulties. The advantages in the design and construction of the dams are in favor of the Nicaragua route. The system of regulation at Lake Bohio consists con-sists of the discharge of water over, the all physical considerations, such as the greater or less height of dams, the greater great-er or less depth of cuts, the presence or absence of natural harbors, the presence or absence of a railroad, and the amount of work remaining to be done. The estimated esti-mated annual cost of maintaining and operating the Nicaragua Canal is ?i,iou,-000 ?i,iou,-000 greater than the corresponding charges for the Panama Canal. Panama Route Shorter. The Panama route would be 134.57 mil' s shorter, from sea to sea, than the Nicaragua Nica-ragua route. It would have less summit elevation fewer locks, and 6b,44 miles less curvature. The estimated time for a deep draft vessel to, pass through is about twelve hours for Panamand thirty-three hours for JHeArasuS. . f3. riods are, practically the measure of the relative advantages of the two canals as water ways connecting the two oceans, but not entirely, because the risks to vessels and the dangers of delay are greater in a canal than in the open sea. Except for the items of risk and delays the time required to pass through the canals need be taken into account only as an element in the time required by vessels to make their voyage between terminal ports. Compared on this basis, the Nicaragua route Is the more advan-. of the Nicaragua route. - States Must Be Comprnsated. In each case there must be added the post of obtaining the use of the- ten- -tory to be occupied and such other privileges privi-leges as may be necessary for the construction con-struction and operation of the canal in perpetuity. The compensation that tne different states will ask for granting these privileges is now unknown, there are certain phvsical advantages such as a shorter canal line, a more complete knowledge of the country through whlcn It passes and lower cost of maintenance and operation, in favor of the Panama route, but the price fixed by the Panama Canal Company . for a sale of its property prop-erty r.nd ixxiV.r..T. iRsp.Jin'-easot.fibla. that its acceptance - cannot- be recommended recom-mended by this commission. After.. considering- all the facts developed by tne Investigations made by the commission, the actual situation as it now stands, and having in view the terms offered by the New Panama Canal Company, this commission Is of the opinion that the most practicable and feasible route for an isthmian canal to be "under the control, con-trol, management .and ownership of tne United States" is that known as the Nicaragua route. tageous for all transisthmian commerce except that originating or ending on the west coast of South America. or the commerce in which the United States 12 most interested, that between our Pacific ports and Atlantic ports, European and American, the Nicaraguan route is shorter short-er by one day. The same advantage exists ex-ists between our Atlantic ports and the Orient. For our gulf ports the advantage advan-tage of the Nicaragua route is nearly two days. For commerce between Nortn Atlantic ports and the west coast of South America the Panama route is shorter by about two days. Between gulf ports and the west coast of South America the saving is about one day. The Nicaraguan route would be the more favorable one for sailing vessels, because of the uncertain winds in the Bay of Panama. This is not, however, a material ma-terial matter, as sailing ships are rapidly rapid-ly being displaced by- steamships. A canal by the Panama route will be simply sim-ply a means of communication between the two oceans. The route has been a highway of commerce for more than 300 years and a railroad has been in operation' oper-ation' there for nearly fifty years; but this has affected industrial changes but lii-tle and the natural features of the country through which the route passes are such that no considerable development develop-ment is likely to occur as a result of the construction and operation of a canal. In addition to its use as a means of communication com-munication between the two oceans, a canal by the Nicaragua route would bring Nicaragua and a large portion of . p;i nnd- other Central American crest of a weir, as the lake level rises under the Influence of floods in the Chargres River. The plan of regulating the level of Lake Nicaragua is less simple, sim-ple, though perfectly practicable, it Involves In-volves the operation of movable gates at such times and to such extent as the rainfall on the lake basin may require. The experience and judgment of tne op erator are essential elements to effective regulation of this lake. The regulation of Lake Bohio is automatic. The only . means of transportation ou"a the Nicaragua route are the : narrow - - iranee Silico Lake Railroad, about six mliS in length, and the limited navigation naviga-tion of San Juan River and al, t the : Nicaraguan Government now budding a railroad along the beach from Grey-town Grey-town to Monkey Point about forty-five miles to the northward, where It pro noses to establish a commercial port. By means of a pier in the area Protected Protect-ed by the point goods and material for canal purposes can readily be landed and transported by rail to Greytow n Such piers are in constant use on our Pacific coast. This railroad and port would be of great value during the period pe-riod of preparation and harbor construction, construc-tion, and should materially shorten that period. Panama Has Railroad in Operation. A well equipped railroad is In operation opera-tion along the entire length of the Panama Pana-ma route! and existing conditions there Costa Rica and- other Central American states into close and easy communication with the United States and with Europe. The intimate business relations that would be established with the people of the United States during the period of construction by the expenditure of vast sums of money in these states, and the use of American products and manufactures manufac-tures would be likely to continue after the completion of the work, to the benefit bene-fit of our manufacturing, agricultural and other Interests. Nicaragua the Healthier. The Nicaragua route lies in a region of sparse population and not in a pathway path-way of much trade or movement of peo-nle peo-nle Conditions productive of much sickness sick-ness do not exist. On the other hand, a considerable population has long existed on 'the Panama route and it lies on a nathway of comparatively large trade, along which currents of moving people frominfected places sometimes converge, thus creating conditions favorable to epidemics Existing conditions indicate hveienic advantages for the Nicaragua route although it is probable that no less effective sanitary measures -must be taken during construction in the one case than in the other. The cost of constructing construct-ing a canal by the Nicaragua route and of completing the Panama Canal, without with-out Including the cost of acquiring the concessions from the different governments, govern-ments, is estimated as follows: Nicaragua .... .180,804,008 Panama ! 144.833,308 For a proper comparison there must be added to the latter the cost of acquiring acquir-ing the rights and property of the New Panama Canal Company. This commission commis-sion has estimated the value of these 1 in the project recommended bT it at I $40 000 000. In order to exercise the rights route has no natural harboi - at either nd At both the Atlantic ana racinc terminal however, satisfactory harbors may be created by the removal of material ma-terial at low prices and by the construction construc-tion of protective works of well estaD lished I design. An excellent roadstead protected by islands already exis ts at Panama, and no work need be a"emijn! for either harbor construction or maintenance main-tenance At Colon, the Atlantic terminus termin-us of the Panama route a servjceaWe harbor already exists It has afforded harbor accommodations for many year hut is onen to northers, whicn a xew ' times in each year are liable to damage and wlll give complete protection to shipping ship-ping lying within. Excavation Work Compared. The completion of the harbors, as planned for both routes, would yield, but StiiJ .advantage to either, but the bal-little bal-little advantage 10 j , dlng those of ZTnte'na.ice WoraUod to probably ' ' intefrfcVeroffa Tor" eah 'urnSSuof ine Panama route and a line of railroad acrofs "he isthmus will make it Practi-?abc Practi-?abc to commence work there, after the caoii. lo acquired, as soon as the necessary" Plant can be collected and. put neL i A nrt the working force organized. TM. Sorted o preparation is estimated KrKiht sWcfud. ragua route is dist rlbu"o, 1 near Conchuda at Tambermto a ama diVi,dee iTls "largely concentrated in the Culebra and aKSrador cuts, which are |