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About Harrison press-journal. (Harrison, Nebraska) 1899-1905 | View Entire Issue (Dec. 5, 1901)
iimii in ii in Mimrw i mr j wrw "
WHAR DEW I GUM IN?"
(Being the Soliloquy of Farmer on the Free Raw Sugar Question.)
"Thir'i a mighty lot er talkin' about farmers 'n thar rights,
N the wonderful prosperity thet beet growin' invites.
Thar's a heap er foolish crowin' 'n the 'beats' begin ter shout
'n holler fer the Tariff ter keep free raw sugar out 1
But I notis thet the beet-producin' farms are very few,
, An' the farmers through the country ain't got much ef it ter dew.
The hull land ain't a-raisin' beets, 'n ain't goin' ter begin,.
Beet growin's right fer sum, I guess but, whar dew cum in?
The farmer gits four dollars now fer every ton o' beets
A hansom price, I must allow but hidin' sum deceits.
Beet sugar manyfacterers admit es they hev found
.Thet "granylated" costs 'cm sumthin' like tew cents a pound.
In fact thet leaves a profit on which they'd greatly thrive
And if it kin be sold fer three, why should we pay 'em FIVE?
It seems ter me es thet's a game thet's mighty like a skin
But if thar's any benefit waal, whar dew cum in?
When Uncle Sam's in want o' cash we're glad ter help him out,
'N we'll stand all the taxes thet are needed, never doubt,
But when his pocket-book's well lined an' nary cent he lacks,
Et seems ter me his duty's ter repeal thet sugar tax.
Them fellers wot is interested sez its to protect
The beet-producin' farmer thet the duty they collect,
But I guess thet explanation es a little bit too thin
The sugar maker, he's all right; but whar dew we cum in?
Take off raw sugar duty an' the price will quickly fall,
To everybody's benefit, fer sugar's used by all.
The poor will bless the Government thet placed it in thar reaah
('n millions of our citizens free sugar now beseech)
The dealer '11 be delighted less expenditure fer him
More demand 'n bigger profits which at present are but slim.
An' the farmer '11 be as well paid as he ever yet hes ben
But he'll buy his sugar cheaper thet's whar he an' I'll cum in.
Now, w liar's the sense er reason of the sugar tax to-day,
' When our treasury's a-bulgin' an' we hev no debts ter pay?
The duty on raw sugar's Fifty million every year
An' the peoples got ter pay it thet's a fact thet's very clear.
Fifty trillion ! Great Jerusha 1 Ter protect beet magnates, too,
Why should they tax ALL the people just ter help a scattered FEW?
And the FEW? Beet-sugar MAKERS 1 Don't it really seem a sin
Thus ter help an' fill thar coffers? Whar dew you an' I cum in?
The farmer growin' beets hes got a contract price fer years,
Free raw sugar wouldn't hurt him, an' of it he hes no fears.
But melibc, like myself he's also growing fruit so nice
Ter preserve it at a profit he needs sugar at a price!
The repealing of the duty surely cuts the price in two
Thct'll make a mighty difference, neighbor, both ter me an' you I
Let the sugar manyfactrer make such profits as he kin
Ter him it may seem right enuff but whar 'dew I cum in?
An' I ain't a-goin' ter swallcr all the argyments they shout
Thet the farmers need protection an' must bar raw sugar out.
Common sense is plainly showin' that the people in the land
Want raw sugar free in future an' its freedom will demand.
'Tis a tax no longer needed hateful to the public view,
Taxing millions of our people to enrich a favored few.
They can't blind me any longer with the foolish yarns they spin,
While they're busy makin' money whar dew you and I come in?
I'm a-goin ter keep on hustlin", talkin', pleadin' with my frends,
Ain't no sense in lettin' others gain thar selfish privet ends.
I'm a-goin' ter write ter-morrer to my Congressman 'nd say
Thet he oughter do his best ter kill that tax without delay!
Feller-farmers, do your utmost whether you grow beets or not
To repeal the tax on sugar you can but improve your lot I
Cheaper sugar helps your pocket, greater blessings you can win
When we've three-cent granylated that's whar you an' I come in 1"
The Lincoln Eye and Ear Infirmary
diseases and in
juries of the
EYE, EAR, NOSE and THROAT,
! BlIKDIKSS, DEAf HESS and CATARRH.
1 Contartousand Incurable rases not admit-
I led. Patient bourdi. nurse! and treated.
I Letter of Inquiry promptly answered-
I Write (or announcement.
I DRS. C1ARTBN & COOK,
f Ocausts tasAartits in attendance. Lincoln. Neb.
Better go about than fall Into the
CT permanently cn ren. Xo lite or nerronfneM after
"I I i flnt Atty' dm of Or. Kline' Omvt Nerre KMtor
rr. Html fur PKKK !.) trial bottle and treatise.
Ha. H. U. tUH, l.td-.Kll Arch Strwt, f blladalphla, 1'a.
A man doesn't mind being a fool as
long as he doesn't know it.
Vbca Answering Advertisements
Meatioa This Caper.
There is no trick in dyeing. You can
do It just as well as any one If you use
PUTNAM FADELESS U YES. lioiling
the goods for half an hour is all there
la to it. bold by druggists, 10c. package.
Few men have enough self-confidence
to enable them to ignore their
A good companion makes good company.
The late John O. Nicolay waa a
man of many and varied accom
plishments. Beginning his career as
a clerk In a country store, he became
successively a printer, editor, pub
lisher and proprietor of a newspaper,
a private secretary, a diplomat and an
author. Besides, he waa an accom
plished linquist, a connoisseur of mu
sic and art and something of a poet.
As to his part in the preparation or.
the biography of Lincoln, which was
Jointly the work of Mr. Nicolay and
John Hay, the latter is credited with
the graceful explanation that he did
half and Mr. Nicolay the other nalL
Hero of Htmehli Dead.
Father Aloysius Wlever, a Francis
can priest, who died in the Santa
Barbara mission, in southern Califor
nia, on the morning made memorable
by the death of President McKlnley,
was the man who, in 1878, earned the
title of "the hero of Memphis." He
was a native of Vredcn, Germany, hav
ing been born sixty-three years ago.
He came to this country when 20
years old. In 1870 he removed to St
Louis, and in 1873, when the plague
of yellow fever broke out in Memphis,
he voluntarily went to the stricken
city and remained through the plague,
rendering assistance alike to white
CANADA'S CAPITAL AROUSED.
Never Wat There Such Kxcitement
Physicians' Asioclntlon Trying
Ottawa, Canada, Nov. 25th. This
city is stirred up as never before.
Some seven years ago the local papers
published an account of a man named
George 1L Kent of 408 Gllmour street,
who was dying of Brlght's Disease and
who at the very last moment after
several of our best physicians had de
clared he couldn't live twelve hours,
was saved by Dodd's Kidney Pills.
People who know how low Mr. Kent
was refused to believe that he was
cured permanently and the other day
in order to clinch the matter the pa
pers published the whole case over
again and backed up their story by
sworn statements made by Mr. Kent,
in which he declares most positively
that in 1S94 he was given up by the
doctors and that Dodd's Kidney Pills
and nothing else saved him, and fur
ther that since the day that Dodd's
Kidney Pills sent him back to work
seven years ago, he has not lost a
single minute from his work. (He ia
a printer in the American Bank Note
Mr. Kent is kept quite busy during
his spare hours answering inquiries
personally and by letter, but he is so
grateful that he counts the time well
spent. Indeed he and his wife have
shown their gratitude to Dodd's Kid
ney Pills In a very striking way by
having their little girl born in 1896
christened by the name of "Dodds."
Altogether It Is the most sensational
case that has ever occurred in the his
tory of medicine 'in Canada and the
perfect substantiation of every detail
leaves no room to doubt either the
completeness or the permanency of
The local physiclana have made the
case of Kent and Dodd's Kidney Pills
the subject of discussion at several of
the private meetings ot their association.
Ilelen Onnld's Vuaar Gift.
Miss Helen Miller Gould has given
to Vassar college two scholarships ot
$10,000 each for the benefit of grad
uates of the Tarrytown high school
and of the Washington Irving high
school at Irvlngton, N. Y.
1 1 iiunJi
, : LU T0THeTAs
tr is REFREsn And Acts
. Pleasantly and (Jektly.
With many millions of families Syrup of Figs has become the
ideal home laxative. The combination is a simple and wholesome
one, and the method of manufacture by the California Fig Syrup
Company ensures that perfect purity and uniformity of product,
which have commended it to the favorable consideration of the
most eminent physicians and to the intelligent appreciation of all
who are well informed in reference to medicinal agents.
Syrup of Figs has truly a laxative effect and acts gently with
out in any way disturbing the natural functions and with perfect
freedom from any unpleasant after effects.
In the process 'of manufacturing, figs are used, as they are
pleasant to the taste, but the medicinally laxative principles of the
combination are obtained from plants ' known to act most bene
ficially on the system.
To 5et its boneficizJ effects
Jr bviy ihe erjirrMa.r.ufactvrcd by
Louieville. Ky! s r"rrvc.ico.CJ. Mew Yorh'I.Y
on un v all Dftuoeitvr
HtCt 40 PC BOTTLt
LVJ -j -j - -x - ja - r 3T
Nicaragua Route Is the Best and
COST ABOUT $189,864,062.
By the Panama Route the Coat la Eatl
mated at tS3,37,S0tf, and In Addition
the Canal Coneeealon Would Coat tbe
United State 10U.I41.OOV.
The Interoceanlc Canal Commis
sion's report is in favor of the Nicara
gua route and it will be submitted to
Congress before the hollddays. Here
is the report in full:
The investigations of this commlBKlon
have hown that the selection of "the
most feasible and practicable route" l'or
an isthmian canal must be made between
the Nicaragua and Panama locations.
Furthermore, the complete problem In
volves both the sea level plan of canal
and that with locks. . The Panama route
alone Is feasible for a sea level canal, 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 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 Pana
ma summit being about double the height
of that In Nicaragua.
Both Routes Itequlra Costly Dams.
For more than half Its length the 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 pro
posed canal; and the summit levels, dif
fering about twenty feet In elevation
Panama being the lower are formed by
lakes, natural In the one case and 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 op
erating demands during low water sea
sons. The investigations , made In con
nection with the regulations of Lake
Nicaragua have demonstrated that the
lake affords an Inexhaustible water sup
ply for the canal by that route. The In
itial proposition, on the other hand, for
the Panama route, la to form Lake Bohio
so as to yield a water supply for a traffic
of 10,000,000 tons, which can be supple
mented when needed, by an amount suffi
cient for more than four times that
traffic by means of the Alhajuela 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 both lines are satisfactory.
The difficulties disclosed and likely to be
encountered In the construction of the
dams are less at Conohuda, on the Nica
ragua line, than at Bohio, on the Pana
ma route. Both dams, however, are
practicable, but the cost of that at
Bohio is one-half more than that at Con
chuda. Commission Desires a Perfect Structure.
A less expensive dam at Bohio has
been proposed, but through a portion of
its length it would be underlaid by a de
posit of sand and gravel, pervious to wa
ter. The seepage might not prove 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 water
ways at both locations present no Berl
oua 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 con
sists of the discharge of water over the
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 sim
ple, though perfectly practicable. It 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 the op
erator are essential elements to effective
regulation of this lake. The regulation
of Lake Bohio Is automatic. The only
means of transportation now found on
the Nicaragua route are the narrow
gauge Sllleo Lake Railroad, about six
miles In length, and the limited naviga
tion of San Juan ltiver and lake; but the
Nlcaraguan Government Is now building
a railroad along the beach from Grey
town to Monkey Point, about forty-flve
miles to the northward, where it pro
poses to establish a commercial port.
By means of a pier In the area protect
ed by the point goods and material for
canal purposes can readily be landed
and transported by rail to Greytown.
Such piers are In constant use on our
Pacific coast. This railroad and port
would be of great value during the pe
riod of preparation and harbor construc
tion, and should materially shorten that
Panama Has Railroad In Operation.
A well equipped railroad is In opera
tion along the entire length of the Pana
ma route, and existing conditions there
afford Immediate accommodation for a
large force of laborers. The Nicaragua
route has no natural harbor at either
end. At both the Atlantic and Pacific
terminal, however, satisfactory harbors
may be created by the removal of ma
terial at low prices and by the construc
tion of protective works of well estab
lished deHlgn. An excellent roadstead,
protected by Islands, already exists at
Panama, and no work need be done there
for either harbor construction or main
tenance. At Colon, the Atlantic termin
us of the Panama route, a serviceable
harbor already exists. It has afforded
harbor accommodations for many years,
but Is open to northers, which a few
times In each year are liable to damage
ships or force them to put to sea. Con
siderable work must be done there to
create a suitable harbor at the entrance
of the canal, which can be easily enlred
and will give complete protection to ship
ping lying within.
Excavation Work Compared.
'The completion of the harbors, as
planned for both routes, would yield hut
little advantage to either, but the bal
ance of advantages. Including those of
maintenance and operation, Is probably
In favor of the Panama route. The ex
istence of a harbor at each terminus of
the Panama route and a linn of railroad
across the Isthmus will make It practi
cable to commence work there, after the
concessions ore acquired, as soon as the
necessary plant can be collected and put
In place and the working force organized.
This period of preparation Is estimated
at one year. In Nicaragua this period Is
estimated at two years, so ns to Include
also tne construction oi worning naruors
nd terminal oiin ranroau lacunies.
The work of excavation on the Nica
ragua route Is distributed: It Is heaviest
near Cnnchuda, at Tambcrolto and In the
divide west of the lake. On the Panama
route It Is largely concentrated In the
Culebra and Emperador tuts, which are
Method for Concentrating Wood.
A cheap and rapid method for con
centrating the enormous quantities of
blood collecting In abattoirs has been
Invented recently. The blood Is inject
ed into an oven-shaped chamber, open
at the top, and brought Into contact
with a current of hot air ascending
from below. All the water is evapo
rated In this manner, and the blood
powder Is carried to the receiving
chamber. The product thus obtained
la tasteieas, and contains 78.4 per cent
4 dlfeatible albumen.
practlcstly on. As a rule, distributed
work affords a greater number of avail
able points of attack, contributing a
quicker completion, but in either of these
case vtih difficulties as may exist can
be mjcseiafully met with suitable organi
xatlan and efficient appliances.
Labor Brarea Thera.
The time required for constructing the
Nicaragua Canal will depend largely on
the promptness with which the requisite
force of laborers can be brought to Nica
ragua, housed and organised with the Io
cs. Ions of heaviest work along the route.
The cut through the divide west of the
lake probably wtll require the longest
time of any single feature of construc
tion. It contains lS.OUU.uOu 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 were obtainable, to secure a
practically concurrent execution of all
portions of work on the route the com
pletion of the entire work might be exe
cuted within six years after its being
started, exclusive of the two years esti
mated for the period of preparation. The
securing and organizing of the great
force of laborers needed, largely 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
countrv Involves unusual difficulties and
would prolong the time required for com
pletion. The greatest single feature of
work on the Panama route is the excava
tion In the Culebra section, amounting
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 Year 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 for
unforeseen delays, and that the remain
der of the work can be finished within
the same period. The great concentra
tion of work on this route and its less
amount will require a smaller force of
laborers than on the Nicaragua route,
llence the difficulties and delays Involved
In securing them will be correspondingly
diminished. The total length of the Nica
ragua route, from sea to sea, Is 183.06
miles, while the total length of the
Panama route la 49.09 miles. The length
In standard canal section, and on the
harbors and entrances, is 73.7K miles for
fhe Nicaragua route and 3(1.41 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 in
the canalized San Juan is 39.37 miles. The
preceding physical features of the two
lines measure the magnitude of the work
to be done in the construction of water
ways along the two routes. The esti
mated cost of constructing the canal on
the Nicaragua route is $45,630,704 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 ob
stacles to be overcome in the actual con
struction of the two canals and covers
all physical considerations, such as the
greater or less height of dams, the 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 esti
mated annual cost of maintaining and
operating tie Nicaragua Canal is 1.3u0,
000 greater than the corresponding
charges for the Panama Canal.
Panama Route Shorter.
The Panama route would be 134.57 miles
shorter, from sea to sea, than the Nica
ragua route. It would have less summit
elevation, fewer locks, and 60.44 miles
less curvature. The estimated time for
a deep draft vessel to pass through is
about twelve hours for Panama and thirty-three
hours for Nicaragua. These pe
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.
Kxcept 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 tima required by
vesels to make their voyage between
terminal ports. Compared on this basis,
the Nicaragua route is the more advan
tageous for all translsthmlan commerce
except that originating or ending on the
west coast of South America. For the
commerce in which the United States is
most Interested, that between our Pacific
ports and Atlantic ports, European and
American, the Nlcaraguan route is short
er by one day. The same advantage ex
ists between our Atlantic ports aid the
Orient. For our gulf ports the advan
tage of the Nicaragua route Is nearly
two days. For commerce between North
Atlantic ports and the west coast ot
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 Nlcaraguan route would be the more
favorable one for sailing vessels, because
of the uncertain winds in the Bay ot
Panama. This is not, however, a ma
terial matter, as sailing ships are rapid
ly being displaced by steamships. A
canal by the Panama route will be 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 oper
ation there for nearly fifty years; but
this has affected Industrial changes but
little, and the natural features of the
country through which the route passes
are such that no considerable 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 com
munication between the two oceans, a
canal by the Nicaragua route would
bring Nicaragua and a large portion of
Costa Kica and other Central American
states into close and easy communication
with the United Slates and with Europe.
The intimate business relations that
would be established with the people of
the United Slates during the period of
construction by the expenditure of vast
sums of money In those states, and the
use of American products and manufac
tures would be likely to continue after
the completion of the work, to the 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 path
way of much trade or movement of peo
ple. Conditions productive of much slck-m-BB
do not exist. On the other hnnd, a
considerable population has long existed
on the l'anama route nnd It lies on a
pathway of comparatively large trnde,
along which currents of moving people
from infected places sometimes converge,
thus creating conditions favoranie to
epidemics. Existing conditions Indicate
hygienic 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 construct
ing a canal by the Nicaragua route and
of completing the Ponama Canal, with
out Including the cost of acquiring the
concessions from the different govern
ments. Is estimated as follows:
Mraragnn SI ao,64,O09
Panama .... 144,833,368
For a proper comparison there must
be added to the latter the cost of acquir
ing the rights and property of the New
Panama Canal Company. This commis
sion has estimated the value of these
In the project recommended by it at
140,000,000. In order to exercise the rights
To be vain of one's rank or place,
Is to show that one Is below It. Stan
islaus. At all seasons of the year B o'clock
In the morning Is the coldest hour of
We are made ridiculous less by our
defect than by the affectation of qual
ities which are not ours.
This year's harvest In the south of
Ireland la stated to bo the best experi
enced for a quarter of a century.
' ' 4
naraaaary for the construction of the
canal and for Ha management after com
pletion the United States ahould acquire
control of a strip of territory from
to sea sufficient In area for the conveni
ent and efficient accomplishment of thaae
purposes. Measures muat also be taken
to protect the line from unlawful acta of
all kinds to Insure sanitary control ana
to render police Jurisdiction effective.
The atrip should be not less than five
miles wide on each side of the cents
line of the canal, or ten miles In total
width. No treaties now exist with anf
of the states within whose territory the
two routes lie authorizing the Unltsa
States to occupy Its territory for the con
struction and operation of a canal. wn"
it has been determined to undertake tna
work and the route has been selected,
the consent of Colombia, or of Nicaragua,
and Costa Rica, for such occupation
must be obtained before the Inauguration
of the enterprise, and one or more con
tentions must be entered into by ins
United StateK to secure the necessary
privileges and authority. The republic
of Nicaragua and Costa Rica are un
trammeled by any existing concessions
or treaty obligations, and are free to
grant to the United States the rights
necessary for the attainment of tnesa
ends, and in December, 1900, demonstrat
ed their willingness to have their terri
tory so occupied by the United States Dy
executing protocols by which It was
agreed that they would enter into ne
gotiations to settle in detail the plan
and agreements necessary to accomplish
the construction and provide for tna
ownership of the proposed canal when
ever the President of the United States
is authorized by law to acquire the nec
essary control and authority.
Colombia Not Free.
The government of Colombia, on the
contrary, In whose territory the Panama
route lies, has granted concessions whlcn
belong to, or are controlled by the New
Panama Canal Company, and have many
years to run. These concessions, limit
ed in time and defective in other ways,
would not be adequate authority for tne
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 r- 'biles
may enter into a treaty to enu.e the
United States to acquire the control
upon the Isthmus that will be necessary
and to fix the consideration. An agree
ment with the New Panama Canal Com
pany to surrender or transfer its con
cessions must include a sale of Its ca.na.1
property and unfinished work, and the
commission undertook, soon after its or
ganization, to ascertain upon what terms
this could be accomplished. Much cor
respondence and many conferences fol
lowed, but no proposition naming a price
was presented until the middle of 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 Presi
dent. The Itemized statements appear In
an earlier chapter of the report. The
total amount for which the company
offers to sell and transfer Its canal prop
erty to the United States is $109 141,500.
This, added to the cost of completing tna
work, makes the whole cost of a cnnfi
bv the Panama route $253,374.SoS. while
the cost bv the Nicaragua route is S1S9,
884,062, a difference of $63,610,796 in favor
of the Nicaragua route.
States Must Bo Compnated.
In each case there must be added the
cost of obtaining the use of the terri
tory to be occupied and such other privi
leges as may bo necessary for tho con
struction and operation of the canal In
perpetuity. The compensation that the
different states will ask for granting
these privileges is now unknown. There
are certain physical advantages such as
a shorter canal line, a. more complete
knowledge of the country through which
It passes and lower cost of maintenance
and operation, in fovor of the Panama
route, but the price fixed by tho Panama
Canal Company for a sale of its prop
erty and franchises is so unreasonable
that its acceptance cannot be recom
mended bv this commission. After con
sidering all the facts developed by th
Investigations made by tho commission,
the actual situation as It now stands,
and having In view the terms offered by
the New Panama Canal Compnny, this
commission is of the opinion that the
most practicable and feasible route for
an isthmian canal to be "under the con
trol, management and ownership of the
United States" is that known as the
THE MINORITY REPORT.
George Morrison of the Canal Commis
sion Favors Panama Route.
Following is a summary of the minority
report of George S. Morrison of the Nic
aragua Canal Commission:
While concurring in the excellence of
the greater part of tho majority report, I
was unable to accept the conclusions at
which my colleagues have arrived. I ac
cept the location for tbe Nlcaraguan
Canal as one to which I can suggest no
Improvement:1.. I consider that the esti
mate does not make enough provision for
unknown conditions and contingencies.
The cost of the work on both the Nic
aragua and the Panama routes has been
estimated at the same unit prices and
with the addition of the same percentage
to cover "Engineering, Police, Sanitation
and General Contingencies."
The excavation of the Panama Csnal
has been opened for nearly its entire,
length, and the character of tho material,
to be removed can be examined in post-.'
On the Nicaragua route tho character
of material has been determined by bor
ings which, though unusually complete,
do not give the definite information thut
is visible at Panama.
At Panama-there are fair harbors at
bom enus ot ihe canal that are fully ade
quate for all demunds during construc
tion nnd connected by a railroad In high
condition, the country is settled and
many of the necessary accommodations
for a large working force are there Be
fore the eastern section of the Nicaragua
Canal can be begun a harbor must bo
created at Greytown, convenient lines of
transportation which do not now exist
must be provided, as must also the m?ans
of housing and caring for a largo labor
ing population, nearly ail of which must
The preliminary engineering has been
done at Panama and the general contin
gencies have been reduced to a minimum.
Comparing modified estimates, the cost
of completing the Panama Canal would,
be V;7,000,000 less than the cost of building
the Nicaragua Canal.
On the Panama route two concessions
must be extinguished before such rights
can be acquired. They are the contract
of 1867, by which tho l'anama railroad
holds its present rights, and the Wyse
concessions, under which the French ca
nal companies have betii operating.
The settlement with the French must
be simply an extinguishment of their
rights; the authority to build tho canal
must be derived from a new treaty with
the republic of Colombia.
The Panama route has advantages over
the Nicaragua route In cost of construc
tion, In cost of operation and In conven
ience when done, while Its use Is less
likely to lend lo local International com
plications. If tho United Btates govern
ment is to build an isthmian canal the
Panama route Is the best.
The French rights must first be extin
guished, and whatever this government
may pay for such extinguishment will be
salvage to tho French. If theso rights
cannot be extinguished tha Nicaragua
route is available.
GEORGE S. MORRISON.
A new patent steel roofing will short
ly be placed on the market, and it la
asserted that this product will com
pletely displace galvanized Iron for
roofing purposes. The system of man-,
ufacture consists of steel strips bent
cold In the press, tha covering being
formed of plain galvanised sheets bant
back on the edges and locked into
tubular rafters. Works for the manu
facture of this product on a large
scale are being constructed at Dar
JE , X ( 'i, ' ' Tv'' BU .4. ytofm
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