Eagle River review. [volume] (Eagle River, Wis.) 1890-1927, 1913-09-05

TGSCu0. lWO SUlpS IO6U0Q VIII SOlu-
seekers were forced to anchor near
Manzanillo island and the passengers
paid the company handsome sum to
carry them to Gatun in work cars. The
news that the road had carried more
than thousand passengers reached
the Golfers of the company.
AS the work progressed passengers
were hauled longer and longer dis.
tances and before the line was com,
pleted the receipts from passengers
and freight were considerably above
| 100000. The last rails were laid
the night of January 81, 1855, and the
| next day the first train passed clear
across the isthmus from the Atlantic
to the Pacific. The entire cost of the
road up to December 81, 1858, had
been something less than $8,000,000
and its gross earnings in the same
time were a little more than that sum
The rate across the isthmus was put
at $25 gold, being intended to be to
certain extent prohibitiye until they
could get things into good running or
der, but so great was the volume Of
travel that the rate was not reduced
for more than twenty years. Soon aft.
er its opening the read began to de-
clare "a per cent. dividends, and at
one time its stock went up to $50.
In the SOS the company fell on hard
times. 1t lost much of its freight traf.
fc, was held up by the politicians in
Bogota and then suffered by the com.
pletion of the Union Pacific railroad
Next Russell Sage and others like him
got control of the directorate and
wrecked the road. When de Lesseps
came over to dig canal his company
bought up the stock and used the road
to help in its work.
Then in 1904 the United States
bought out the French company and
also acquired the railway and so it
became the first American road to be
owned by the government. So eco.
nomically and efficiently has it been
as an argument for the government
ownership of all our railways.
The building of the canal and espe-
cially the creation of the artificial Ga
tun lake made necessary the reloca.
ton of the Panama railroad along
most of its route. The old roadbed
now is under water for much of the
way, the old line still in use being only
about seven miles in length, from Co
Ion to Mindi and from Corozal to Pana-
ma From Mindi to Gatun the grade
ascends to 95 feet above tide level
From Gatun the road runs east untilit
is four and a half miles from the
canal, and then south again on great
entertainments across the Gatun valley.
Along this stretch passengers OBJ.
tain an unusual view. Because of the
construction of the Gatun dam across
the channel of the Chagres river, the
Chagres valley and all its tributary
valleys have been converted into a
lake with an area of about 164 square
miles The Gatun valley is one of
these drowned arms and as the train
crosses. wide stretches of water are to
be seen on both sides of the track.
Down below the surface are still Wis
ible the tops of giant trees that have
been killed by submergence, and along
the edges of the lake the tallest and
hardest of the trees reach thir dead
limbs above the waters. Here and
there is pretty little island that not
long ago was the summit of hill, and
the shore line is most picturesquely
broken up by capes, peninsulas and
bays.
From Monte Lirio the line skirts the
shore of the lake to the beginning of
the Culebra cut at Bias Obispo Orig
inally it was intended to carry the rail
road through the Culebra cut on a 40
foot beam along the east side, ten feet
above water level, but this plan was
knocked out by the slides and breaks.
The line was carried around Gold Fill
to a distance of two miles from the
canal until it reached the Pedro Mi
guel valley, down which it runs to
Paraiso and the canal again Thence
it runs almost parallel with the chan
mel to Panama. There are two big
steel bridges on the line. One, near
Monte LiriO, has center lift span to
permit access to the upper arm OF Ga
tun lake; the other, quarter OF a
mile long, across the Chagres river at
Gamboa The total cost of building
the new line of the railway was 1885,
1892 In addition, large sum has been
expended in increasing the terminal
facilities.
OF course, even after the canal is
opened. the railway win have good
deal of business, Transporting people
and goods between Colon and Panama,
and serving the needs of the operating
forces of the canal But its days OF
glory have departed, and J. A. Smith,
the American who has been its efa.
Gent general superintendent, fecOg-
mixing that fact, has resigned and ~
turned to the stateA