Congress meanwhile had not waited for the report of the Commission but had passed a bill known as the Hepburn Bill, authorizing the President to acquire the right to construct a canal at Nicaragua and to begin the actual construction. Ten million dollars were appropriated and contracts for material and work to the sum of $140,000,000 authorized. Many discussions arose in the Senate; and a strong feeling in favor of the Panama route became apparent. Senator Hanna was especially active. He sent letters to eighty shipowners, shipmasters, officers and pilots, in which he enclosed a description of the two routes and a list of questions intended to bring out their relative merits from a practical viewpoint. Their answers were all in favor of the Panama route. As a result of the long debate a bill was passed June 26, 1902 with the President’s approval. In effect it was as follows. The President is authorized to acquire for the sum of $40,000,000 or less the rights and property of the New Panama Canal Company, and by treaty with Colombia, the perpetual control of the strip of territory necessary for operating the canal and is then instructed to proceed and complete the work under an Isthmian Canal Commission of seven members to be appointed by him. One hundred and forty-five million dollars was pledged for this purpose. The Hay-Herran treaty with Colombia was signed January 22, 1902, but failed of ratification by Colombia. In November, 1903, however, there was a successful revolution upon the Isthmus and a republican form of government was adopted. The Hay-Bunan-Varilla treaty was thereupon made on November 18, 1903. It was ratified by both governments on February 26, 1904. It gave the United States control of a strip of land ten miles wide, five on each side of the canal. Since then the work has proceeded under the complete control and supervision of the United States. The President, whose duty it was to provide for the government of the Canal Zone, put that as well as the engineering into the hands of the Commission of seven members which he had appointed. It has remained there. The office of chief engineer has been held by three men, J. F. Wallace, J. F. Stevens and G. W. Goethals, the first two of whom resigned.