THE INTEROCEANIC CANAL PROBLEM 177 



removes the undertaking from the limits of a financial possi- 

 bility. The last phase of the problem connected with the 

 physical aspects of canal construction relates to the choice 

 of routes. This has been narrowed down to Panama and 

 Nicaragua. It was the chief object of the last isthmian com- 

 mission, which has already submitted its preliminary report, 

 to make a final selection. American preference has so long 

 inclined toward the completion of the latter route, that the 

 adoption of the other is extremely unlikely ; however, in case 

 of any future change of sentiment to Panama, the physical 

 features of that route have been as thoroughly investigated, 

 and its feasibility equally demonstrated. 



2. The second class of considerations involves the com- 

 mercial agpanfa nf tlio pyflpnaorl route, Will it pay ? This 

 feature of the canal question has perhaps been too little 

 considered. The people of the United States have been 

 rather inclined to assume that so splendid a triumph of engi- 

 neering science must surely receive the reward of commercial 

 success ; and for proof of this, the satisfactory earnings of the 

 Suez Canal have been offered in evidence. The contemplation 

 of huge enterprises affects the mind somewhat after the 

 manner of wine, and care should be taken lest the splendor 

 of achievement shall dim the judgment. It must be borne 

 in mind that ships follow the shortest and best routes, and that 

 freight seeks the cheapest highways. It should be noted that 

 the Nicaraguan Canal does not furnish the shortest route from 

 New York to the Philippines, nor from the ports of China 

 and the East Indies to London or New York ; the fact must 

 also be considered that the Suez route offers greater induce- 

 ments to steam vessels in the way of coaling stations and 

 shorter laps between ports. 



Again, the five competing railroad systems across the conti- 

 nent of North America have so reduced the freight rates in 

 the last fifteen years that assertion has been frequently made, 

 if not thoroughly proved, that any all-water route from the 

 Pacific to the Atlantic coasts cannot compete with the all- 

 rail routes. The products of the Pacific slope which would 

 have to be shipped first by rail to the coast and then trans- 



