Tutuila, the southernmost of the group, was ceded to the United States for a naval and coaling station, first in 1872, and afterward confirmed by a treaty signed at Washing ton Jan. 17, 1878, and ratifications exchanged on Feb. 13 of the same year. by which the United States was given the right to establish at that harbor a station for coaling, naval supplies, freedom of trade, commercial treatment as a favored nation, and extraterritorial consular jurisdiction. This harbor was occupied by the United States in 1898, presumably with the purpose of utilizing its advantages as a coaling and supply station. Tutuila has a population of 3,700, and an area of fifty-four square miles. The United States declined to accept the agreement as to the disposition of the Samoan islands reached by Great Britain and Germany, but proposed a new one. NATURALIZATION LAWS OF THE UNITED STATES. The conditions under and the manner in | cided that residence of one year in a parwhich an alien may be admitted to become ticular state is not requisite.) a citizen of the United States are prescribed by sections 2165-74 of the revised statutes of the United States. DECLARATION OF INTENTIONS. The alien must declare upon oath before a Circuit or District court of the United States or a District or Supreme court of the territories, or a court of record of any of the states having common-law jurisdiction and a seal and clerk, two years at least prior to his admission, that it is his bona fide intention to become a citizen of the United States, and to renounce forever all allegiance and fidelity to any foreign prince or state, and particularly to the one of which he may be at the time a citizen or subject. OATH ON APPLICATION FOR ADMISSION. He must at the time of his application to be admitted declare on oath, before some one of the courts above specified, "that he will support the constitution of the United States, and that he absolutely and entirely renounces and abjures all allegiance and fidelity to every foreign prince, potentate, state or sovereignty, and particularly, by name, to the prince, potentate, state or Sovereignty of which he was before a citizen or subject," which proceedings must be recorded by the clerk of the court. CONDITIONS FOR CITIZENSHIP. If it shall appear to the satisfaction of the court to which the alien has applied that he has made a declaration to become a citizen two years before applying for final papers, and has resided continuously within the United States for at least five years. and within the state or territory where such court is at the time held one year at least; and that during that time "he has behaved as a man of good moral character, attached to the principles of the constitution of the United States, and well disposed to the good order and happiness of the same, ” he will be admitted to citizenship. TITLES OF NOBILITY. If the applicant has borne any hereditary title or order of nobility he must make an express renunciation of the same at the time of his application. SOLDIERS. Any alien of the age of 21 years and upward who has been in the armies of the United States, and has been honorably discharged therefrom, may become a citizen on his petition, without any previous declaration of intention, provided that he has resided in the United States at least one year previous to his application, and is of good moral character. (It is judicially de MINORS. Any alien under the age of 21 years who has resided in the United States three years next preceding his arriving at that age, and who has continued to reside therein to the time he may make application to be adarrives at the age of 21 years, and after he mitted a citizen thereof, may, after he has resided five years within the United minority, be admitted a citizen; but he States, including the three years of his must make a declaration on oath and prove to the satisfaction of the court that for two fide intention to become a citizen. years next preceding it has been his bona CHILDREN OF NATURALIZED CITIZENS. The children of persons who have been duly naturalized, being under the age of 21 years at the time of the naturalization of their parents, shall, if dwelling in the United States, be considered as citizens thereof. CITIZENS' CHILDREN WHO ARE BORN ABROAD The children of persons who now are or have been citizens of the United States are, though born out of the limits and jurisdiction of the United States, considered às citizens thereof. CHINESE. The naturalization of Chinamen is expressly prohibited by section 14, chapter 126, laws of 1882. PROTECTION ABROAD TO NATURALIZED CITIZENS. Section 2000 of the revised statutes of the United States declares that "all naturalized citizens of the United States while in foreign countries are entitled to and shall receive from this government the same protection of persons and property which is accorded to native-born citizens.' THE RIGHT OF SUFFRAGE. The right to vote comes from the state, and is a state gift. Naturalization is a federal right and is a gift of the union, not of any one state. In some of the states aliens (who have declared intentions) vote and have the right to vote equally with naturalized or native-born citizens, but in most of them only actual citizens may vote. The federal naturalization laws apply to the whole union alike, and provide that no alien may be naturalized until after five years' residence. Even after five years' residence and due naturalization, he is not entitled to vote unless the laws of the state confer the privilege upon him, and in sev eral states he may vote six months after landing if he has declared his intention, under United States law, to become a citizen. 3. "Vessels of the United States or Great Britain, traversing the said canal,' in case of war between the contracting parties, were to be exempted from blockade, detention or capture by either of the belligerents. 4. Neither party, it was agreed, would ever obtain for itself or maintain any exclusive control over the canal, or erect any fortifications commanding the same, or assume any dominion over any part of Central America. 5. All other nations were to be invited to enter into similar stipulations, to the end that they might "share in the honor and advantage of having contributed to a work of such general interest and importance as the canal herein contemplated. This treaty was ratified by the United States senate under the impression that Great Britain had abandoned her territorial encroachments in Central America. As a result of some correspondence between the two governments it became known that Great Britain had given up practically nothing. In pursuance of the pledge given in the treaty there was a storm of disapprobation in this country, united with a popular demand for the abrogation of the treaty on the part of the United States. This might easily have been accomplished at that time, but no direct steps were taken to that end until the administration of Mr. Buchanan. This movement was met by a few concessions by England, which caused Mr. Buchanan to accept the treaty as satisfactory to the United States. It has been the chief effort of American statesmen ever since that time to show that this treaty has little or no validity, in which they have failed to satisfy the American congress or the British government. The fact, however, remains that, in the opinion of this nation, the canal should be, if constructed, under American control. This policy of "American control," as enunciated by President Hayes, is directly opposed to the Clayton-Bulwer treaty, which is still in force. Two plans have been proposed to remove this obstacle. One is to deliberately annul our agreement with Great Britain, while the second is to ask that government to abrogate the treaty upon the best terms we can make with her. During Mr. Arthur's administration a treaty was made with Nicaragua, providing for the building of the canal, and also declaring that the United States shall have exclusive control of the construction of the canal and railway and telegraph lines, if the same shall be built, and shall be invested with all the rights and powers necessary thereto. Mr. Cleveland, immediately after his inauguration, finding this treaty unratified, withdrew it on the ground that controlling foreign territory in this way would lead to entangling alliances. The Cleveland policy was that the canal should be built by pri vate individuals rather than by the government, and as a result of this the Maritime Canal company was organized, having obtained valuable concessions from Nicaragua, with a large capital. This company expended about $6,000,000 in preparations, and then asked the government to become responsible for the work by guaranteeing the bonds and securities of the company. This congress declined to do and the Maritime company ceased to be an important factor in the work in 1893. For two years or more the Nicaragua canal scheme has been, in one form or another, before congress, and several commissions have been appointed to make estimates as to the cost of the work. Three routes have been surveyed. The first was made in 1850-52 by Col. O. M. Childs. This survey was for a waterway with a depth throughout of seventeen feet. In the canal portion the bottom width was to be fifty feet, while in the excavated channels in the river and lake the bottom width was to be 150 feet. Locks were to be 250 by 80 by 17 feet. Ships were to pass from the sea level on each side to the summit lake level of 108 feet by fourteen locks, each with an eight-foot lift. The lake was to be held at 108 feet elevation by a dam in the Rio Grande valley, nine and three-quarter miles west of the lake, and another to at Castillo rapids, thirty-seven and one-quarter miles east of the lake, in the San Juan river. The lowest lock on the east side was to be at a point ninety miles from the lake, where the canal was leave the river and extend across the flat alluvial land to Greytown, where at that time there was a well protected harbor. The total length of the Childs canal was to have been 194.4 miles, and its cost, including 15 per cent for contingencies, was estimated at $31,538,319. The next survey was made in 1872 by an expedition under Commander Lull of the United States navy, and associated with him was A. G. Menocal, later the engineer of the Maritime Canal company. The depth of the canal was to be twenty-six feet and its bottom width fifty, sixty and seventytwo feet, according to locality. In the excavated river channel the bottom width was to be eighty feet and something over eighty feet in the lake channel. Commander Luil proposed several changes. The Pacific terminus was to be Brito, the same as that proposed by Childs. The ascent from the Pacific coast to the lake was to be via the Rio Grande valley, and by means of eleven locks of ten and one-half feet lift, and the canal was to be cut directly through the western divide to the lake. This portion was to be sixteen and one-quarter miles long. The route across the lake was to be fiftysix and one-half miles long. The San Juan was to be navigated by placing dams in the river at four places, the uppermost at Castillo, the lowest a mile below the mouth of the San Carlos. This river portion was to be sixty-six and one-half miles long. At the lowest dam the canal was to leave the river, follow its left bank to the San Juanillo, and then proceed by a straight course to Greytown. The total length of the canal from ocean to ocean was to be 18114 miles. The total cost was estimated at $65,722,147. respect to all matters connected with the construction of the canal, and says after has mature deliberation the commission adopted and estimated for the route from Brito to Lake Nicaragua, called the Childs route, and from the lake to Greytown, called Lull route. The third survey was made by Mr. Menocal, under direction of the government, in 1885. He was to make an estimate for a twenty-eight-foot canal. He made some changes in the Lull route, especially in that portion of it that provided for the canalization of the San Juan river. His estimate was $60,036,197. In 1895 congress provided for a commission consisting of Col. Ludlow, U. S. A.; M. T. Endicott, U. S. N., and Alfred Noble, a private citizen, which was to report upon the feasibility and cost of completing the canal company's work. The commission estimated the cost of the work at $133,472,893, but its report was not favorable to the company and it recommended the appointment of a new commission, with enlarged powers, to make a more exhaust-lating ive examination of the proposed routes. Such a new commission was appointed, consisting of Admiral Walker, U. S. N.; Prof. Lewis M. Haupt and Gen. Hains. This commission, with a force of 250 men, including eighty engineers, with complete apmated cost of construction. paratus for boring, testing rainfall, evaporation and flow of streams, with other appliances, landed in December, 1897, and spent three months in the work. The estimated cost of construction was: Admiral Walker, $125,000,000; Prof. Haupt, $90,000,000, and Gen. Hains, $140,000,000. As to the routes the commission recommended, that of the Maritime and the Lull route were the best two to be followed. "This line leaving Brito follows the left bank of the Rio Grande to near Bueno Retiro, crosses the western divide to the valley of the Lajas, which it follows to Lake Nicaragua. Crossing the lake to the head of the San Juan river it follows the upper river to near Boca San Carlos, thence in excavation by the left bank of the river to the San Juanillo and across the low country to Greytown, passing to the northward of Lake Silico. In March, 1899, congress authorized the president to appoint a new commission to examine all possible routes across the isthmus, especially the two known as the Nicaragua and Panama routes, and to determine which is the most feasible and practicable one of the two. In accordance with this act the president selected the following gentlemen to serve on such commission: Rear-Admiral John G. Walker, U. S. N.; Samuel Pasco of Florida, Alfred Noble, C. E., of Illinois; George S. Morrison, C. E., of New York: Col. Peter C. Hains, U. S. A.; Prof. William H. Burr of Connecticut, Lieut.-Col. Oswald H. Ernst, S. A.; Prof. Lewis M. Haupt, C. E., of Pennsylvania; Prof. Emory R. Johnson of Pennsylvania. The report of this commission had not been issued at the time of going to press. The secretary of state, however, gave out, on the 31st of May, the following synopsis of its report: "The commission understood that it was required to consider all routes heretofore proposed having any merit; that new routes appearing to have merit should be developed, and the entire region of canal possibilities should be examined with sufficient thoroughness to enable a just and comprehensive comparison of the various routes to be made and the most desirable one selected. With this view the commission made a careful study of all data bearing upon the Nicaraguan canal question. "Much delay to the work and great an. noyance to working parties were caused by attempts at revolution and by the strained relations between the governments of Nicaragua and Costa Rica. The outbreak of the war between the United States and Spain was also a serious matter. works at both ends of the summit "It requires but a single dam with regulevel. The surveys have in general revealed better physical conditions than were hitherto supposed to exist, especially as to the amount of rock in the upper river, whereby it is possible to greatly reduce the esti "To determine the proper unit of prices for excavation, the average of prices actually paid to contractors on the Chicago drainage canal, which represent cost of plant, prices paid for work done, and contractors' profits, was taken. To these prices certain percentages were added for the difference in location, climate, etc. "In obtaining the estimates for the cost of locks, the prices actually paid for building the government locks at Sault Ste. Marie were taken and 33 per cent was added for the difference of location. "After giving due weight to all the ele ments of this important question, and with an earnest desire to reach logical conclusions based upon substantial facts, the commission believes that a canal can be built across the isthmus on this route for not exceeding $118,113,790. "Col. Hains concurs generally with the views of the other members of the commission, but his estimate of the cost is $134,818,308." The full report will be submitted by the president to the LVIth congress. TECHNICAL DETAILS. Canal in excavation, 28 miles. Free navigation in lake, river and basins, 142.6 miles. Elevation of summit level of canal above sea level, 110 feet. Length of summit level, 153.2 miles. Greatest lift of lock, 45 feet. Dimensions of locks, 800 feet long, 100 feet wide. Depth of canal, 30 feet. Least width at bottom, 100 feet. hours. to ocean, 28 Length of Lake Nicaragua, 110 miles. Surface area, about 2,600 square miles. "The report goes into minute details with square miles. DISTANCES IN NAUTICAL MILES BETWEEN COMMERCIAL PORTS OF THE WORLD AND DISTANCES SAVED BY THE NICARAGUA CANAL. [Compiled from data furnished by the United States Hydrographic office. Length of sailing routes approximate only.] The great canals of the world and the growth of the business passing through them were recently discussed by the treasury bureau of statistics. The business of the Suez canal, the Kaiser Wilhelm, the St. Mary's falls, the Welland and New York state canals, and, incidentally, the commerce passing through the Detroit river, are given in detail for a term of years, and thus is presented statistical data convenient for those desiring to study the question of ship canals connecting great bodies of water. The Suez canal shows a net tonnage of 6,576 tons in 1869, its first year; 436,609 in 1870, over a million in 1872, more than two millions in 1875, and a steady increase until 1891, when the figures reached 8,698,777, since which time there has been comparatively little change, the figures for 1897 being slightly below those of 1896, but 33 per cent in excess of those of 1887, and more than three times those of 1877. The Kaiser Wilhelm canal, which has been in operation but three years, shows an increase of 50 per cent in that period in the tonnage passing through it, that of the first year after its opening being 1,505,983, and that for the fiscal year ending March 31. 1898. 2,469.795. The St. Mary's falls canal, connecting Lake Superior with the lower lakes, shows a more rapid gain than the Suez. The freight tonnage passing through the St. Mary's falls canal in 1881 is given at 1,567.741, reaching more than three million tons in 1885, more than five millions in 1887, more than seven millions in 1889, more than nine millions in 1890, more than eleven millions in 1892, more than thirteen millions in 1894 and more than eighteen millions in 1897. Incidentally the freight tonnage passing through the Detroit river, which connects Lakes Superior, Michigan and Huron with Erie and Ontario, is shown to have increased from 9,000,000 tons in 1873 to 23,900,520 in 1896, an increase in that time of 200 per cent, while the increase in the registered tonnage through St. Mary's falls canal alone in that time is from 1,204,446 to 17,619,933. The Welland canal statistics show that the quantity of freight passed through that canal in 1880 was 819.934 tons. and in 1896 1,279,987, though, comparing 1896 with 1872, 1873 and 1874, no increase is found, the figures of 1872 being 1.333,104 and those of 1873 1.506.484, while the tons passed from United States ports to United States ports through that waterway fell from 748,557 in 1874 to 653.213 in 1896. The New York canal tables show a steady decrease since 1880 in the tons of merchandise carried to tide water. The number of |