The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1902-01-11
ROSY FOR Mr.. ROSE
How the Fargo Man Got His APP
pointment.
IOWA STATESMAN DISAPPOINTED
FOrthc Oming Sundry Civil ApprODri-
alton Bill to Be Smaller Than
Last Years.


From The Journal Bscreau, Room A5, Post
Building, Warrington.
Washington, Jan. 1.-THE nomination
of Albert E. Rose of Fargo, N. D., to be
receiver of the land office at St. .Michaels,
Alaska is one that has been expected for
some time, although not by Representa-
tive Lacey of Iowa. He wanted a friend
of his, one from his own district in Iowa,
put in that place. His friends name is
Hildebrand.
The history of the case is interesting.
Rose was first appointed receiver at the
Circle City land Office in Alaska, which
was later abolished because Of lack Of
business. About that time, last winter,
the late President Mckinley was thinking
of making some nominations for the reg
istership and receivership of the land
office at st. Michaels, and Senator Hans
| brough suggested that Rose be transferred
from Circle City to st. 'Michaels He
thought he had the matter all fixed up,
when one day there was referred to his
committee on public lands the nomination
of Hildebrand for the Office. He was
charged to California. The California
senators disoWned him, however, saying
they knew no such man, and they would
not consent to having him charged to
their state. Upon having these facts pre-
sented to him, President Mckinley with
drew the first nomination and sent in an
other, charging Hildebrand to Iowa. 1t
was referred to Senators Allison and
Dolliver, who. prOfessed ignorance of the
man, and would not stand for his con-
tirmation. Thereupon the matter was al
lowed to lapse and no action was taken
upon the nomination. Rose, however,
was given recess appointment and served
. at st. MichaeIs during the summer. There
is little doubt that he will be confirmed.
Mr.. Lacey meanwhile is looking for an
other place for his Califoruia-IoWa con-
stituent .-E.
Sundry Civil Bill.
THE civil sundry appropriation bill,
upon which we are now working said
Representative Moody of the appropria-
| tions committee to-day, will be some
what smaller than that of last year." Mr..
Moody explained:
The appropriations under this head for the
current fiscal year were nearly $685. 900,
while the estimates for the coming year are
only S57 ,604 ,O00 and it is usual to lower
the amount recommended by, the departments
in bill Of this kind by perhaps two million
dollars. But on analysis this reduction
wells nothing as to economy; it simply hap
pens So" The falling off in the census
work is the chief occasion for the change,
and then there is less recommended for con-
tinuing the work on public buildings, although
no doubts that before we get through,
and in other bills, this will be a consider
able charge. AS general principle, it means
nothing whether we spend few thousand
dollars less a thing one year or a few
| thousand dollars more on another, so long
| as the projects established and the gov
| eminent committed to their continuance. This
| is the aspect OF federal appropriations often
| overlooked.
| The real economy or the real extravaganza
comes in the small items, often trifling in
| themselves, which commit the government to
new policies, the end Of which cannot be fore
seen. Since it, is next to impossible to dis
continue service when once established the
greatest caution should be exercised at the
very threshold. To watch appropriation bills
| for small new things is the greatest service
in the interests of the taxpayer that can be
! performed. 's
Sailing Vessels in Isthmian Canal.
| One of the latest arguments of the
| Nicaragua advocates against the Pana-
ma proposal is that the latter route Is
unsuted for sailing vessels, on account OF
| the legion of Gains on the west coast, and
so would fulfill only a part of the real
functions of an isthmian canal. With this
goes the assertion that, because of the
increasing price Of coal, a revival of the
sailing vessel is to be expected, If, indeed
one has not already taken place.
True it is that the Nicaragua route Is
much more favorable than the Panama fol
sailing VeSSelS, ana lOf luo icdSOu
signed. That either would use any
isthmian canal much is to be doubted Ii
the Suez canal a sailing vessel is prac.
tically unknown. Occasionally a stray one
passes through, but there is no regular
business Of that sort. The expenses o.
towing, which are necessary for sailing
vessel, add to the disadvantage under
which 1t labors in other fields. Whether
the sailing vessel is experiencing any re-
vival is mainly question of fact. To-da.
the net tonnage of sailing vessels of owe!
fifty tons each, the world over, is nearl.
% per cent less than it was ten years ago
and considering the ordinary life of {
sailing vessel this indicates the creation
of a very small number of new ones
Great Britain built only about six sail
ing vessels, Of 1000 tons burden, las
year In the same period that this branc1
of the merchant marine has shown sucl
a falling off, steam vessels have doubled
In tonnage. The one country where tn
sailing vessel is making great Roadway Il
France, where in the decade under review
it increased 33 per cent, or considerabl
faster than the steam vessel. This Is du
to the subsidy.
One aspect of the new isthmian cana
which is a marked distinction from tn
Suez is it's relation to passenger traffic
Only an occasional stray traveller, seek
ing sea- voyage, will go from New Yorl
or northern cities to any Pacific poin
through our isthmian canal, the raj
routes across the continent would be s.
much quicker. Between New Orleans an
the Pacific there might be some passenge
business, particularly that induced by con
sideration of personal economy, but sub
stantially our canal will be freigh
4 route Suez on the other hand, Is a grea
passenger route, not fewer than 2S2 ~
persons passing through 1t in 1900. Bu
there will be little comparison betWee
the two canals in other respects. Amer1
cans should not expect that the isthmia
route will be the scene of a tremendou
trade activity; the currents OF the world
commerce are in the other direction
The canal will chiefly benefit the ives
! coast of South America, where railroad
are few and feeble. It's cities will by tn
/ canal be opened to the world, and give
| a reasonably direct route to Europe an
to the United States. The second grea
| beneficiary will be our own gulf ports
particularly New Orleans, with cor
F responding advantage at the more south
| erly ports on the Pacific side.
l Not few publicists in the Puget SCUM
I region take the view that instead of pc
| titioning congress for a canal, the peopl
there ought to pray that the America
isthmus be made 500 miles wide In 1t
l narrowest part They are now transhiI
| per on a large scale, on account of tn
shorter route which they offer. but wit
the canal much of their business will /
| diverted.
W w. Jermane.