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قراءة كتاب The American Type of Isthmian Canal Speech by Hon. John Fairfield Dryden in the Senate of the United States, June 14, 1906
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The American Type of Isthmian Canal Speech by Hon. John Fairfield Dryden in the Senate of the United States, June 14, 1906
THE
AMERICAN TYPE
OF
ISTHMIAN CANAL
HON. JOHN FAIRFIELD DRYDEN
THE JOHN F. DRYDEN STATUEThe above is a picture of the bronze statue of the late United States Senator John F. Dryden, Founder of The Prudential and Pioneer of Industrial insurance in America, erected by the John F. Dryden Memorial Association, with this inscription: "A tribute of esteem and affection from the field and office force." The statue is located at the Home Office of The Prudential, Newark, N.J., and is unique, being the gift of a staff of over 16,000 employees. It cost $15,000. The sculptor was Karl Bitter.
No. 8
PANAMA-PACIFIC EXPOSITION
MEMORIAL PUBLICATIONS OF THE PRUDENTIAL
INSURANCE COMPANY OF AMERICA
THE AMERICAN TYPE
OF
ISTHMIAN CANAL
SPEECH BY
HON. JOHN FAIRFIELD DRYDEN
IN THE SENATE OF THE UNITED STATES
JUNE 14, 1906
1915
PRUDENTIAL PRESS, NEWARK, NEW JERSEY
The ancient "Dream of Navigators" has at last been realized in the completion and successful operation of the PANAMA CANAL, fittingly commemorated by the Panama-Pacific International Exposition. Among the men who contributed in a measurable degree to the attainment of this national ideal was the late United States Senator, John F. Dryden, President of THE PRUDENTIAL. As a member of the Senate Committee on Interoceanic Canals, Mr. Dryden, after mature and extended consideration, gave the weight of his influence and vote in favor of the lock-level principle of canal construction. The lock-level type was finally decided upon, although the majority of Mr. Dryden's conferees and the International Board of Consulting Engineers at first strongly favored the sea-level type. By his determined support of the one and his well-reasoned opposition to the other, Mr. Dryden was able to secure the enactment of legislation in accordance with his views and to bring about the completion of this tremendous undertaking within our time, thus leaving a permanent imprint upon the country's history.
THE AMERICAN TYPE OF
ISTHMIAN CANAL
It was on June 14, 1906, when the Canal subject was up for final consideration, that Mr. Dryden addressed the Senate. The official records show that "S. 6191, to provide for the construction of a sea-level canal connecting the waters of the Atlantic and Pacific oceans, and the method of construction," was before Congress, and it was in opposition to this measure that Mr. Dryden patriotically pledged his devotion to American enterprise and American ability by declaring for the lock-level type of canal, built by American engineers and under American supervision, concluding with the following words, which deserve to be recalled on this memorable occasion as a tribute to the native genius and enterprise of the American people:
"I am entirely convinced that the judgment and experience of American engineers in favor of a lock canal may be relied upon with entire confidence and that such an enterprise will be brought to a successful termination. I believe that in a national undertaking of this kind, fraught with the gravest possible political and commercial consequences, only the judgment of our own people should govern, for the protection of our own interests, which are primarily at stake. I also prefer to accept the view and convictions of the members of the Isthmian Commission, and of its chief engineer, a man of extraordinary ability and large experience. It is a subject upon which opinions will differ and upon which honest convictions may be widely at variance, but in a question of such surpassing importance to the nation, I, for one, shall side with those who take the American point of view, place their reliance upon American experience, and show their faith in American engineers."
The Panama Canal problem has reached a stage where a decision should be made to fix permanently the type of the waterway, whether it shall be a sea-level or a lock canal. An immense amount of evidence on the subject has in the past and during recent years been presented to Congress. An overwhelming amount of expert opinion has been collected, and an International Board of Consulting Engineers has made a final report to the President, in which experts of the highest standing divide upon the question. The Senate Committee on Interoceanic Canals has likewise divided. It is an issue of transcendent importance, involving the expenditure of an enormous sum of money, and political and commercial consequences of the greatest magnitude, not only to the American people, but to the world at large.
The report of the International Board has been printed and placed before Congress. A critical discussion of the facts and opinion presented by this Board, all more or less of a technical and involved nature, would unduly impose upon the time of the Senate at this late day of the session. In addition, there is the testimony of witnesses called before the Senate committee, which has also been printed in three large volumes, exceeding 3,000 pages of printed matter. To properly separate the evidence for and against one type of canal or the other, to argue upon the facts, which present the greatest conflict of engineering opinion of modern times, would be a mere waste of effort and time, since the evidence and opinions are as far apart and as irreconcilable as the final conclusions themselves. It is, therefore, rather a question which the practical experience and judgment of members of Congress must decide, and I have entire confidence that the will of the nation, as expressed in its final mandate, will be carried into successful execution, whether that mandate be for lock canal or sea-level waterway.
The Panama Canal presents at once the most interesting and the most stupendous project of mankind to overcome by human ingenuity "what Nature herself seems to have attempted, but in vain." From the time when the first Spanish navigators extended their explorations into every bay and inlet of the Central American isthmus, to discover, if possible, a short route to the Indies, or "from Cadiz to Cathay," the human mind has not been willing to rest content and accept as insurmountable the natural obstacles on the Isthmus which prevent uninterrupted communication between the Atlantic and the Pacific. Excepting, possibly, Arctic explorations, in all the romantic history of ancient and modern commerce, in all the annals of the early navigators and explorers, there is no chapter that equals in interest the never-ceasing efforts to make the Central American isthmus a natural highway for the world's commerce—a direct route of trade and transportation from the uttermost East to the uttermost West.
As early as 1536 Charles V ordered an exploration of the Chagres River to learn whether a ship canal could not be substituted for an existing wagon road, and Philip II, in 1561, had a similar survey made in Nicaragua for the same purpose. From that day to this the greatest minds in commerce and engineering have given their attention to the problem of an interoceanic waterway; every conceivable plan has been considered, every possible road has been explored, and every mile of land and sea has been gone over to find the best and most practical solution of the problem.
The history of these early attempts is most interesting, but it is no longer of