The Suez company pays enormously, and more than half the current earnings go to the possessors of the several grades of bonds and shares. Great Britain is the preponderating user of the canal, with Germany a poor second. Holland, due to proprietorship of Dutch India, is third in the list, and the nation of De Lesseps is fourth. The United States stands near the foot of the roll of patrons, being only represented by an occasional warship, transport going to or coming from the Philippines, or a touring yacht. It is a pathetic fact that our country, paramount producer of the world, has not been represented for nearly a decade by the Stars and Stripes over a commercial craft in the Suez canal. Cargoes go or come between American ports and those of the Orient, of course, but they are borne in British bottoms or those having register in other foreign nations. Fifteen or sixteen years ago England was represented in Suez statistics by seventy-five per cent. of the total traffic; but her proportion has decreased until it is now under sixty per cent. Kaiser William making a systematic fight for new markets in China and throughout Australasia, the statistics of Germany in canal traffic are slowly advancing. At present, with the Suez enterprise in operation thirty-eight years, the average number of ships using the waterway is approximately ten each day. This is one vessel every two hours and thirty-five minutes during the twenty-four hours--meaning an eastbound craft every five hours and ten minutes, and a westbound every five hours and ten minutes. The idea of wedding the Atlantic and the Pacific must have been original with the first observant and intelligent person viewing the two oceans from the hills of the Central-American isthmus. Presumably he was a Spanish adventurer, and the time practically four hundred years ago. A century before the landing on American soil of the Pilgrim Fathers, explorers were informing Charles V of Spain of the opportunity supplied by nature to connect the waters of the two oceans. In 1550, one Galvao, a Portuguese navigator, wrote a book to prove the feasibility of an artificial connection between the Atlantic and the Pacific; and in 1780 a scientific commission from Spain studied the three Central-American routes--Panama, San Blas, and Nicaragua. These are simple facts to be pondered over by busy people who may possibly be in doubt as to whether the "father" of the isthmian enterprise was De Lesseps, Theodore Roosevelt, or Admiral Walker. But it required a knowledge of practical geography to learn that from Colon to Panama by sea is eight thousand miles, instead of forty-seven across country--and it took a dauntless American President to demand that his government construct a national water route across the isthmus at Panama, and to point the way to that end; and this was done against potent opposition to any canal, and expressed preference of powerful statesmen for the unfeasible Nicaraguan project.