davidaulloa/AmericanStories huggingface dataset:
The Birmingham age-herald., 1909-04-04
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ceives the dirt cars loaded and returns them empty, the trains as soon as thev come on the company's tracks falling within it's jurisdiction. These dirt trains, numbering from TOO to 800, run all day with the utmost regularity. They consti- tute the most important portion of the traffic and everything else is sidetracked to allow them to pass. The spoil handled in this way by the Panama Railroad last year brought it's freight movement up to the enormous figure of 2S0, 900, 900 tons, with which no fifty miles of railroad in the world can compare. The contrast is more striking when 1t is considered that the movement of the Panama Railroad Is restricted to nine hours daily, whereas an ordinary road operates during the en- tire twenty-four. Aside from the exca- yated material large quantity of com mercial freight is handled and all the supplies of the commission are carried. The passenger traffic Is also extraordi- narily great. Four trains are run In each direction daily and their four or five coaches are always crowded with laborers and employees who get on and off at the "A stations strung along the line. During the last fiscal year 1885, ,645 passengers were carried and the earnings from that source were upward of $500,000.
 The Panama Railroad is an extensive landowner. It holds title to the greater part of Colon and has large property in- terests at the Pacific end of the line. Last year it made more than 5000 leases. It owns and operates the fleet of steam ships that maintain a weekly service be- tween New York and Colon. 1t also runs plants for printing, icemaking cold stor- age coffee roasting and breadmaking.
 These vast and various activities are under the immediate supervision and reg ulation of General Manager Slifer, who brought to the task wide experience gained in the States. Track construction and maintenance are in the hands of Chief Engineer Budd. one of the several youngsters who are distinguishing them- selves on the isthmus. His work Is un- usually difficult owing to the fact that improvement of the roadbed and tracks can only be carried on during about three months of the year
 By Forbes Lindsay, author of Panama:
 The Isthmus and the Canal.''
The Birmingham age-herald., 1909-04-04

son the Chagres is an insignificant stream, less than POO feet wide at this place. With the advent of the rain, however, it rises suddenly and becomes a riotous torrent, overiowing its natural banks and increasing one hundred fold in the vol ume of its discharge Its greatest re- corded rise was in 1878, when it flooded its valley and reached an elevation of 15 feet above the railroad tracks.
 From San Pablo the road follows the left bank of the Chagres, seeking easy grade. as far as Bas Obispo, where it turns off at sharp right angle. Near this point is Cerro Gigante. said to be the hill from which Balboa caught his first glimpse of the Pacific. At Paraiso the line reaches it's highest elevation, being 263 feet above sea level. Thence to the terminus at La Boea, the port of Pan anna, it runs down grade.
 One of the most serious difficulties that the Panama Railroad Company found in the way of it's undertaking was that of securing labor. It was soon discovered that the Indians of the isthmus could not be relied upon, and, indeed, would not accept employment. It was determined to try Chinese coolies, and 800 of them were imported. They sickened at once and at
The Birmingham age-herald., 1909-04-04

and to other roads. Finally the railroad company sought the help of the govern ment. Chairman Knapp, of the Inter- state Commerce Commission, and Labor Commissioner Charles P. Neill as bound to do by law, rendered their services as mediators. A conferenc was held be- tween the representatives of the two op- posing factions through these two peace makers of Uncle Sams and a satisfac- tory settlement of the dispute was reached.
 The second dispute that came before the mediators involved every mile of railroad in the United States and Canada west of theSIllinois Central and the Great Lakes. Feeling on Doth sides was at a white heat The beIigerent employees were con vinced that their most cherished rights were being infringed upon and that they were being wholly ignored. The situation was tense with promise of darker days ahead.
 The railroads were likewise in an ugly mood Irritated by negotiations which had already extended over a long period, they were quietly, but actively making preparations to conduct what gave prom ise of being one of the longest, most stubborn and far-reaching railroad fights the country had ever seen.
 Their Last Resort.
 The casus belli started in 1907, when the trainmen demanded better wages, more favorable working hours and gen eral improvement in their working condi- tions. The railroads were averse to granting the deman.,. While negotia- tions were being held the failure of either side to make any material concessions gradually brought about feeling of hos tility that threatened disaster not only to the parties to the controversy, but to great industrial enterprises and towns and cities on the lines of the railroads and dependent upon them for the neces- stiles of life.
 With the avidity with which a drown ing man clutches at n straw. an appeal was made to the provisions of the Erd- man Act But first the railroads. nt the request of the men, united in naming cnunmitkaas.- The same was done by the
The Birmingham age-herald., 1909-04-04

to ocean. The cost of the railroad up to that time approximated $S,0O0,OOO, which was considerably in excess of the original estimate. Although the outlay was too great to allow profit to the promoters. the utility of the line has well justified the expenditure. For % years it has been an important factor in transcontinental commerce. It opened up the country and stimulated the de- sire for q waterway.
 During recent years the road has been ouble-tracked and it Is paraleled by tele graph and telephone wires. The present plan for the canal necessitates reloca- tion of a considerable portion of the line and the new roadbed is in course of con struction. Several miles of it will run across an arm of Gatun Lake on trestles to avoid an excessive detour.
 The general direction of the railroad is southwesterly, along the valley of the Chagres to San Pablo, the halfway point between the oceans. Here the river Is spanned by the fine Barbacoas bridge, whose name is said to commemorate barbecue held by Morgan's raiders at this spot It is an iron structure over 600 feet in length, laid upon stone piers, and cost more than $500, 0,000. In the dry sea-
The Birmingham age-herald., 1909-04-04
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GH HE Panama Railroad has behind 1t
 A a romantic history, but no less in-
 M teresting is the wonderful record of
 %S achievement which 1t is now mak- ing. The original projectors of the line daring Americans, who reaped little bene- fit from their enterprise-h no thought that it would become an indispensable auxiliary to the greatest physical under taking the world has ever witnessed
 A railroad across the Isthmus of Pan anna began to be talked of shortly after the introduction of steam power but it needed the stimulus of the discovery of gold in California to put life into the project. Thousands of the forty miners" made the journey to the Pacific Eldorado by way of the isthmus. They were car ried by steamships to the mouth of the Chagres and rowed up that river to Las Cruces, whence the remainder of the jour ney to Panama was made on foot or on the backs of mules This route was no more than 30 miles in length. but the absence of roads made it a difficult one, occupying as long as ten days. In the city of Panama, which was then far from a desirable place of sojourn, the travel CTS were often subjected to tiresome de- lays whilst waiting for vessels to take them up the coast to the alluring gold fields.
 In the autumn of 1S49, work upon the line was commenced by q force in the employ of William Henry Aspinwall, John Lloyd Stephens, Henry Chauncy and oth- CT New York capitalists, who had se- cured a concession from the government of New Granada. There was then no town where Colon now stands, and the engineering staff was compelled to make its headquarters on sailing vessel. They worked by day, waist deep In mud and slime, making surveys and cutting d trail and slept at night on their float ing home Nothing but the indomitable will and push for which Americans are justly praised" says British chronicler, 'could have overcome the terrible diffi
The Birmingham age-herald., 1909-04-04
result in their own case.
 How They Work.

Since December, 1906, the peacemakers exactly IS times-and successfully, too, in every case. Each time a big strike was ayerted, though twice strikes had been actually declared.
 When the bill was passed by Congress, mediation was provided for, but it was expected to be efficacious but seldom. This feature, however, has proven the successful part of 1t thus far. The gen eral public has heard but little regard ing the actual working of the law. About all that could be said was that the two peacemakers had been designated in any certain case to act as mediators. Sub sequently, after nearly every one had for gotten about 1t, would come the state ment that the difficulty had been settled amicably and satisfactorily. The details, obviously, cannot be made public, but an inkling, at least, is permitted of the man. ner in which the cases are handled
 For example, take the case in Chicago when all the Western roads were in dan ger of tie-up. Upon their arrival, the two peacemakers found almost an armed camp, under truce, waiting them. On the one hand were the high officials of 43 powerful railroads; on the other, the 1SO representatives of the employees of each of the roads. Both sides almost frankly considered mediation of doubtful utility. Everything else had been tried and prov en failure. Each side, in reality, was willing to concede a little more than 1t had yet admdtted-if 1t could do so with honor.
 After nasty arrangement of prelimi- naries, the peacemakers met in the morn Ing of the first day and heard the peti- tioners state their several cases First one side. and then the other; then met in executive session with the peacemak- CTS. Every point raised was thrashed out carefully. Free discussions were held Frequently and sometimes claims advanced were completely abandoned As soon as ono g1da had haan heard on a cortn1ph.
The Birmingham age-herald., 1909-04-04

the close of the first week more than 100 of them were on their backs. Their head man explained this as being the re- suit of deprivation of their accustomed opium. The drug was then supplied to them with markedly good effect, but agita- tion in the States compelled the company to cease the supply. The Chinese coolies went to pieces immediately. Many Of them committed suicide and some became insane. Two months after their arrival there was hardly one among their number fit to wield a pick or shovel and the miserable remnant of the original gang, numbering fewer than POO was shipped to Jamaica.
 The next venture of the company in this direction was not less deplorable. A large number of Irish laborers were brought in at much expense. They were brawny navvies, but they became pros- trated as speedily as had the Chinese. The mortality among them was not so
The Birmingham age-herald., 1909-04-04
point, the other was admitted and the same ground gone over
Make Haste Slowly.

same ground gone over.
 Make Haste Slowly. The peacemakers listened patiently all ways. Sometimes they argued away fal- lacious claims; sometimes they agreed with facts advanced. But always they preserved open and unbiased minds and considered only the equities of the case. All day long. every day, and far into the night, they were at work. Gradually, bit by bit. the points of difference were whittled down and one point nearer solution gained. But always, absolutely always, they preserved an inviolate se- crecy, never letting one side know, by word. implication or gesture, what the other side had said or agreed to.
 One morning, when the cold gray dawn was beginning to stream in through the windows of the conference room, basis of agreement had been formulated It was then presented to the trainmen's rep resentatives on the one side and the rail roads officials on the other. Both accepted it, without reservation, as equitable and just.
 In all the cases the two peacemakers have handled the proceedings have been much the same. Many labor leaders and capitalists believe that a way has at last been found by which industrial disputes may be settled without arbitration or strikes. Needless to say, the personality of the peacemakers themselves has much to do with the success of their endeavors. The mediation plan is, apparently, the common, ground upon which both sides may meet honorably and freely.
 The work of the mediators is not so much an obligation to determine what settlement ought to be made or what settlement they think ought to be made, but to find out what settlement can be- made. Every emplOye is entitled to what he can get, and every employer has the right to secure the services of his em- ployes as cheaply as he can. Hence U is not a question of what someone may think is the right or wrong of the con troversy, but of accomplishing settle ment of the controversy, In terms 10 which both sides will agree.
 The way in which mediation tnlousu the peacemakers seems to step ID at Just the right moment and pour oil on the troubled waters is interesting, indeed
 Chafrman Knapp's Views.
 Chairman Knapp once outlined it as follows:
 ..The negotiations go on. There Is fail ure to agree The employer hesitates or is unwilling to make a further conces- sion which, secretly, he would be will ing to make to bring about settlement, for fear that 1t will be accepted as a sign of yielding and made the basis of further demands. The employe hesi- tates, or is unwilling to make any fur ther concessions, for fear that they will be regarded by his adversary as a sign of yielding, and thus lead to . failure .fo<RsE AhaA AaA honAsaRx thlnka IssfA an. ]
The Birmingham age-herald., 1909-04-04

large as among the Orientals, but the company failed to get good days labor from one of them. considerable propor- ton of them were buried on the isthmus and the remainder were sent to New York, where it is said that the majority died from diseases contracted at Panama. Ulti- mately the railroad had to fall back, as we have done in the construction of the canal, on the indifferent labor afforded by the West Indian negroes.
 The Panama Canal Company learned at the outset of its operations that the con- trol of the railroad was a necessity to it's success. It purchased six-seyenths of the stock for s40,0000O0 and eventually trans ferred it to the United States government as a part of the canal property.
 The engineering department of the 18th milan Canal Commission operates about 300 miles of construction trackage, but the Panama Railroad Company acts as a clearing house for it's traffic. It re-
The Birmingham age-herald., 1909-04-04

excellent record. His work is one of the most delicate and trying combinations of duties in the government service. His training has been along lines that well fitted him for his post, however, and his personal temperament has been valuable iD enabling him to consider questions coming before him in an official way without partisanship or bias.
 He is a social scientist of eminent at tainments. For ten years he filled most acceptably the responsible post at the head of the department of economics at the Catholic University of America in the City of Washington. He was assist ant recorder of the Anthracite Coal Strike Commission and was valuable in that connection as an authority and referee statistical matters entering into the question. Dr. Neill was also re- corder of the commission of which Judge Gray was chairman, which settled the great coal strike. He has been prominent in many matters affecting diff ferences and disputes between employers and the employed. But in nothing has he shown more strength and real ability than in his work as a mediator for the government to prevent labor disturbances in the railway world
 The settling of labor disputes by these government peacemakers is possible by
 
 a law in 1898. Its provisions, however, remained practically dead until Decem- Der, 1906. Since then 1t has been almost continually efficacious, but not in the way It's author and Congress anticipated.
 The Erdman Act applies only to rail roads engaged In interstate commerce, and their employees who are engaged in train operation. It provides a method for voluntary arbitration between the roilr Ao tbaI froip h,,t n, alternative, whenever q dispute occurs that threatens to interrupt interstate traffic, either party to the dispute may make an appeal to the chairman of the Interstate Commerce Commission and the Commissioner of Labor. They must then seek the other party to the dispute and try to get consent to mediation by the government officers, who thereby be- come a board of mediation. If media tion should fail, it becomes the duty of the government board to urge that the dispute be referred to arbitration, as provided for in the act
 A Serious Case.
 In at least two of the cases in which the government has been successful the country was threatened with interruption of traffic that would have caused in calculable loss in wages and business profits.
 The first case is deserving of mention chiefly because it was the first At that it was serious enough when the govern ment was invited to step in. It was almost two years ago and the firemen of the Southern Pacific were involved The strike occurred on the division between El Paso and New Orleans. Both sides seemed stubborn. and there was imminent likelihood that the trouble would spread to other divisions of the Southern Pacific
The Birmingham age-herald., 1909-04-04

culties that met them at every step.
 The country was bowling wilder
 ness, pestilential and death-dealing;
 the forests teemed with poisonous
 snakes and other unpleasant inhab- itants; night was made hideous by the large. broad -chested. active H mosquito of that part of the coast, G who bites through clothing most
 successfully; the country produced
 absolutely nothing. and every I2 mouthful of food had to come from
 New York. Despite these obstacles, = that brave little band worked 7 ahead, and kept on their surveys
 Their first and greatest difficulty 0 was to run the line through the
 famous Black Swamp, which lies be tween Colon and Gatun In places they failed to find bottom at POO feet Indeed after throwing in tons of wood and rock they began to fear that there was nc bottom to the fearful quagmire Bu they persevered. and at last contrivet a road bed, but very precarious one Many times since then 1t has sunk il and only within the last few months 15l feet of track with some rolling stocl upon it fell through and entirely disap peared within a few hours
 NotWlthstandlng the ample resources of the company and the determined energy of its force in the field, no mori than one-half of the permanent way-tb' g miles between Colon and Barbacoas- was completed and single tracked at ih, end of two years. Passengers were car ried, however. as far as the railroad wen and an appreclable facility was thu given to the journey across the isthmus
 Some idea of the difficulties encountered along this short stretch of line may b, gathered from the fact that no fewel than 300 culverts drains and bridges haC to be provided along the 50-mile course of the road. On the 27th day of Janu ary, 1855, Colonel Totten, the chief en gineer of the company, went over the finished line on the first locomotive tC cross the American continent from ocean
The Birmingham age-herald., 1909-04-04

There are as many dollars of govern
 ment money deposited in national banks ! rAM. Ahnnn Ann1 nAanaA An. khA- UnAknd .GkafnA [
Dziennik Chicagoski. [volume] (Chicago [Ill.]) 1890-1971, 1909-01-29
TeIegramy zagraniczne

Petersburg, 29 stycznia. = Ro-
syjski cabinet ministeryalny "a
twierdzil przedlozenie w sprawie
TAX zwanego czwartego (chyba
piatego?) podzialu Polski, po-
czem Duma bedzie mad MEM OBJ
radowac. skoro sic znowu zbierze
ma sesye.
Wedle tego przedlozenia blisko
jedna trzecia gubernii lubelskiej
i siedleckiej ma bye zamienion9
w osobna gubernie chelmska.
(Mowa tn 0 znanym skadinad
projekcie oderwania cd Krole-
stwa Polskiego czeSci jego ziem
pod nazwa Chelmszczyzny. Prz.
Red.)
Ma obszarze majacym bye oder
wanym zamieszkuje okolo 725,0oo
mieszkanc6w, miedzy mimi wiele
os6b prawoslawnego wyznania.
Polacy W Dumie projekt po-
wyzszy beda zwalczac; wszyscy
inni jednak So przekonania, re W
koncu uda sic go przeforsowac.
Sofia, 30 stycznia. Turecki
ajent dyplomatyczny przedlozyi
bu}garskiemu premierowi Malinc,
wowi note swego rzadu oswald
czeniem, re Turcya ME zywi wca-
lie zadnych wrogich zamiarow
wzgledem Bulgaryi, ze jednak
rownoczesnie pragnie uregulowa-
MIA obecnej linii granicznej. Rad
turecki proponuje, azeby Buiga-
rya wysiasa do Konstantynopoda
delegate, W celu otwarcia roko-
wan mad odnosna spraws, Tureya
Dziennik Chicagoski. [volume] (Chicago [Ill.]) 1890-1971, 1909-01-29
Telegramy krajowe.

Springfield, ILL.,, 20 stycznia:--
Sesya wsp6Ina obu izb celem gso-
sowania ma senatora zwiazkowe-
go, rozpoczela sic wczoraj o go,
dzinie II min. 8; kiedy senatorzy
weszli do sail, powitano ich z
entuzyazmem dlatego, re pred
tenn ma swej wlasnej sesyi przyje-
Ii dodatek do novel; tyczacej sic
pensyi czlonkow legislatury, ma
mocy kt6rego czionek legislatury
moze zaraz przy rozpoczeciu Sc
syi otrzymac $4,000.
Dwudzieste drugie glosowanie