The leader-enterprise. [volume] (Fitzgerald, Ga.) 1912-1915, 1913-11-14
Continued From Last Fridays Issue)

NOUulHuSu from Last FndaYS ISSue)
One of the dredges left by the
French was found to be. after twenty
years, in excellent condition and was
put to work in Colon harbor. The
twenty miles of track in the Culebra
cut occasioned derailments and wrecks
with exasperating frequency until re-
laid with heavier rails, and this mile
age was increased by an addition of
fifteen miles during the first year. Ma
chine shops existed at Colon, Mata-
chin and Gorgona, where. when the
Agle had been cut away, facilities
R found for repairing machinery
~ rolling stock
Mr.. Wallace made his headquarters
in Panama in building that formerly
had been occupied by the French di-
rector general. The disbursing officer,
sanitary officer, engineering parties
and clerical forces were conferred in
Panama, but a site for an American
administrative town was selected at
the foot of Ancon hill, just outside of
Panama.
French towns at Culebra, Empire and
Gorgona were rehabilitated and sys-
TENS of sewers and waterworks begun.
There were settlements at Matachin,
Bas Obispo and Colon. Accommoda-
lions were Of the crudest description.
Powder boxes served for morris chairs,
furniture was scanty and Of ancient
design, tropical insects made life mis-
cry, servants were worse than mdif-
ferent. there were no baths, no running
water in the houses, and that which
was used sometimes was caught from
roofs on which the buZZards roasted,
the native foods had to be eaten, and
ice was luxury that only occasional
ly could be obtained from the railroad
ice factory at Colon.
Each ship that brought workers to
the canal zone invariably carried the
same or others back. Yet percentage
stuck and accepted the undesirable
conditions gracefully. A few had vi
sion enough to see that our great gov
eminent would rectify everything If
only given time. Others realized that
the canal never would be built if the
workers expected soft conditions right
at the start, and they accepted their
sacrifices of comfort as a national ne
cessity.
Mr.. Wallace came from a highly or
ganized railroad system to an abso-
lutely unorganzed enterprise 1000
miles from the base Of supplies. Gov
eminent red tape to such a man was
exasperating to the last degree. It was
necessary for the government to adj
vertise for bids, and this constituted
the principal delay in securing orders;
but, barring that procedure, it has not
been shown that a>private contractor
could have placed machinery and sup
plies on the ground with much greater
celebrity than the government.
The overriding idea was to make a
showing. President Roosevelt himself
had set the pace for quick results.
Congressman who were expected to
vote for canal appropriations frequent
iy could not be impressed that the
project was worth while If the dirt
was not flying. Mr.. Wallace therefore
concentrated energies on excavation
work that more profitably could have
been spent on preparations. He got
out TAI, GA yards in his year, a credit
- showing with the equipment at
|I# "a The first steam shovel was in
M n ID on Nov II, 1904, and was No.
~ Of the seventy ton class. 1t is
still in use in the canal. On Dec. 2,
1904, the second steam shovel was
erected, No. POI, Of the ninety-fve ton
class BY June, 1905, there were nine
steam sEovels at work, and the last
French excavator was abandoned on
June 16, 1905, the day Mr.. Wallace left
the canal zone as chief engineer.
Ali engines, cars, steam shovels and
other large equipment had to be
brought to the isthmus knocked
down" This work, with the repair
work and original steel and iron con-
struction work, required boilermakers,
mechanics, blacksmiths and machine
shop workers of all kinds. Recruiting
Offices were opened in the principal
American cities to engage them, and