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<'K"T ' v •. * •:i^ipr? ;T'f t!JZk.̂ £S*- BPS COPYMC/fF BY HtA.J&irT̂ ŜOZf r'tm- J -V RESIDENT Taft's word of hope that 1 1 1 t h e P a n a m a c a n a l m a y b e o p e n e d f o r | ) I traffic two years earlier than the time ^ tentatively set by Chief Engineer George W. Goethals seems to have re­ directed the attention of the people to the marvelous (word used advis­ edly) progress of the isthmian ven ture since the time when it was fin ally definitely determined that a wa­ terway was to be opened through Panama and not through its sister State, Nicaragua. Former President Roosevelt recently has defended vigorously his action in the case of the recognition HI' ^ ' f < *• V ' rHAits jvu/?r# (Fjoiy c/z/&M/yar + + ..•^sass*^ * *W>; ?*33SS33E#> wSh>'<<>**< jy?/D0L£ LOCKS AT CATl/JY WP/?0 SJ/G//JOL IOCAJ <&>wc»/> r yrj?A/icf 72? A/VOOM G#OI///&S mr>, THEIR idEAS OF DUTY ©f the, independence of Panama, an "over- night proceeding" "which made It possi­ ble for the United States to enter into a treaty with the twelve hour old republic which would allow op­ erations to begin at once. Colombia has not yet forgiven us for giving the Pana mans recognition. Mr. Roosevelt said that if Panama had contin­ ued under the rule of Colombia the canal etlll would be a dream, for the Colom­ bians simply tempor­ ized with us and act­ ed as if they thought that in seeking the strip of land for canal purposes, the United States had malevolent territorial designs toward all Central and South America. No one had any conception that progress on the canal would be as rapid as It has proved to be. Much more time was spent In talking prior to the beginning of operations than has been spent alnce in digging. Now that it is long In the past, the country is perhaps forgetful, but it may be of interest to remember that for many weary months the congress of the United States gave Itself over to debate, discussions and even bick­ erings upon the relative values of two routes for the waterway, the Nicaraugan route and the Pan­ ama route. Senator Morgan of Alabama, who died a few fears ago, was an advocate of the Nicaraugan route. He was an old man at the time that he undertook to voice sentiment and argument on behalf of the more northern waterway. He worked night and day, studying the questions In­ volved from every possible viewpoint and the long •peeches which he made on the matter in hand were written almost entirely by his own hand He was indefatigable in labor, and what he did on behalf of the Nicaraugan route and on behalf of the waterway scheme generally Is best told In the words of Senator Jonathan P. Dolliver of Iowa. Dolliver, like Morgan, is dead. The Iowan "was In favor of the Panama route, while the Alabaman was in favor of the Nicaraugan route. The two men were opposed to each other polit­ ically, but- they were personal friends. When bit­ ter disappointment came to Morgan in the final defeat of the Nicaraugan project, Dolliver rose in bis seat and paid this tribute to his aged col­ league : "He stands here in his old age, one of the his­ toric figures connected with this canal contro­ versy. He may not be the man who began the discussion, but for nearly a generation he has kept it up. No man has ever exhibited within our knowledge any such marvelous industry, energy and sagacity as he has put into the argument for the Nicaraugan canal. Day and night he has la­ bored, not with the assistance of others, but per­ sonally, often with his own pen writing the speeches which have become the chief part of the agitation which has resulted in unifying public sentiment in the United States in favor of the canal. "I regret more than I can say that he was dis­ appointed in his own personal ambition In respect to the route that finally was chosen, but that does not prevent me from adding that long after the little controversies of this hour are forgotten, his name will be connected in immortal reputa­ tion with tt.e Isthmian canal, wherever it Is built.' Few people probably have forgotten the first attempts of President Roosevelt and Secretary of War Taft to secure the service of a civilian engi­ neer who would stick at his post until the Panama canal was dug. Three great engineers, one after another, resigned their positions as engineers ln- cMef. It is perhaps ueeless to discuss the causes which led to the resignations of the civilian engineers. All sorts of stories were told, from the fear of fellow fever to inability to maintain discipline in the working forces. It is probable that one engi­ neer's ears tingled for a long time with the re­ buke which was given him by Secretary of War ®aft, who is now the president of the United g " . . =i : States. It was one of the severest scorings ever given a public official. Probably the country does not know the inside history connected with the final employment of army engineers to build the Pan­ ama canal. The engineer corps of the army at the outset thought that it should be given charge of the canal work, but influential civilians brought pressure to bear on the administration on behalf of engineers in civil life. It was said by certain civilians of prominence that the army was not accustomed * to handling great business proposi­ tions and that no army engineer ever had done a work of anything like the magnitude of the one proposed. There were all sorts of attempts to belittle the engineering work of the army. This sort of thing had its effect, although it is probable that it was with considerable reluctance that the administration disappointed the proper ambition of army engineers to be assigned to the work of canal building. When three civilian engineers, one after another, had given over the work, President Roosevelt and Secretary of War Taft concluded that the time had come to give the army a chance. In effect the president told the secretary that no army officer would desert his post, even by the resignation route, for dis­ cipline and inculcated will to do his duty would keep him at the digging until it was finished, or until failure had come. Moreover, it was known that no army officer would flee in the face of yellow fever or in fear of death from any cause. Colonel George W. Goethals of the West Point class of 1880 was selected by the secretary of war to take up the work that the civilian engineers had dropped. Colonel Goethals is still at it and success has marked every step of the way. The colonel chose at the outset as two chief assistants. Lieutenant Colonels David D. Gaillard and William L. Sibert, who graduated from the military acad­ emy in the class of 1884. Since that time other army officers have been detailed in addition to the three who were first assigned, three who are still working and who hope to be present when the first ship pokes its prow into the completed canal Colonel George W. Goethals is a tall, slender man with a firmly knit figure and snow white hair He has a face remarkably youthful and neither the climate, the hard work nor the anxi­ eties of the isthmian life have touched his vigor. He is a sort of court of last resort in the isthmus. He travels from place to place on certain days and establishes headquarters for the hearing of complaints. He brings hard, common sense to bear on all kinds of matters, from the settling of a family row to controversies as to seniority In rank of some of the civilian superintendents. La­ borers can go to him with complaints of bad food and be sure of a hearing, and also be sure that any kind of a wrong will be righted. He is a sort of a shepherd of the flock, a father of a family of 43,000 children. Colonel Gaillard, who is the engineer in charge of the central division of thA work, and Colonel William L. Sibert, enginer .u charge of the At­ lantic division, as has been said, were classmates at West Point. Gaillard's first name is David When he and Sibert entered the military academy as "plebes" they took a great liking to each other. They were chums and confidants all through their cadet course. Sibert is a big man, physically, and the cadets nicknamed him Goliath. Gaillard always was called David and so the military acad­ emy held a friendly David and Goliath, thereby establishing a better record for amity and friend liness than that contained in the Scriptures. When the army engineers went to Panama to take charge of the work they knew that In order to make progress with the digging they must have a contented family of laborers. They also knew that they must maintain discipline. In the army discipline is maintained as a matter of course, the men who enlist knowing that they must sub­ mit themselves without question to the proper orders of their superiors. The men who work on the Isthmus of Pan­ ama are mostly civilians, and Colonel Goethals and his assistants knew that they would resent anything like army disciplinary methods, even though they were intended for their benefit and would soon prove their worth. Goethals is a most tactful man. With his assistants, he secured army discipline on the isthmus without allowing the civilians even to appreciate that gradually they were coming under the guidance of rules laid down for men who wear the uniform of the service. The army officers worked at first In a suggestive way. Men were directed to "try" cer­ tain things and see how they came out. Trial was made and then other suggestions were made and finally the big working force found that it was living a regular, healthful life with time for regulated recreation, and that It was possible to get pleasure out of existence by other means than by drinking it in. Sugges­ tion rather than command made a disciplined force out of the forty-odd thousand laborers. There probably Is not a healthier place on the face of the earth today than the canal strip of the Isthmus of Panama. Colonel William C. Gorgas of the medical de­ partment of the United States army is the head of the department of sanitation on the isthmus Under his direction disease virtually has been killed and fear itself has been set at defiance. A large part of the food for the isthmus is purchased in the United States and it is shipped under the most favorable conditions. A paper called "The Canal Record" is published at fre­ quent Intervals and its last page is devoted to a list of the food which can be obtained at the commissary department, with the prices affixed. Living on the isthmus is Just as cheap If not cheaper than it is in this country and the food is of the highest possible quality. Many of the civilian employes constituting clerical and engi­ neering forces have taken their families to Pan­ ama. They have fine quarters and they buy their food virtually at cost price. The army was on its metal when it was put lti charge of the Panama canal building. Thus far, admittedly, its work has been nothing short of wonderful In all lines of isthmian endeavor, ft may be that President Taft's prophecy will not come true and that the canal will not be opened until 1915, but It should be rememberod that the latter date Is the one set for the opening by Colonel George W. Goethals, the enginer-in-chief. It is probable, however, that he hopes to see the procession of shipB, with the old Oregon leading. pasB into the great waterway on some day within the next two years. Euclid Mr.' Euclid was one of the deep thinkers of the olden days. He In­ vented geometry, but never made «mch money out of it. • Geometry Is- a fascinating study, ^herein you draw*'# circle and put in •Ome straight lines through it, apply tbtt letters A, B, C and D, here and there, and announce that you have demonstrated the theorem. When Mr. Euclid began getting up geometry be simply whiled away his time on squares, triangles and paral- lellopipedons. He could speak familiar of hypotenuses, octahedrons and things of that sort. Were he alive today he couli do much better with his science. A%»n- gressional committee would be ap­ pointed to investigate the allegation that the square of the hypotbenuse is equal to the sum of the squares of the other two sides. With Mr. Euclid as an expert witness and a keen law­ yer to cross-examine him a tense state of excitement could be evoked, which would culminate In Mr. Euclid run­ ning for president on a geometrical ticket. It is thought that Mr. Euclid first awakened to the possibilities of geom­ etry by observing how many pieces could be made of a boarding house pie. True to His Oath. Magistrate--Now, can you describe the horse in question? How big wa» it, for Instance? Witness--It was sixteen feet, y*r honor. Magistrate--Come, coma! Remem­ ber you are under oath!\ Don't you mean sixteen hands? Witness--Indeed, thin, it was hands I meant; and did I say feet, y'r honor? Ah, well, I'm on my oath, so we'll let tt stand. Sure, thin, it was sixteen feet, y'r honor.--Punch. SHOWING THAT RAILROADER* HAVE VARIED OPINIONS. Loyalty to the Interests of the Com* pany Invariably First Thought" Matters Corporations Will Do Ws!! Is Consider. The whole duty of a railroad man is thus defined: "Keep your eyes and ears open, and your mouth shut." By another: "A rail­ road company ex­ pects every man to do his duty, and it is necessary that he should do It or step to one side so somebody else can." Prom hints of conduct toward fellow laborers: "Don't be afraid that you are doing some work that someone else ought to do, for if perchance you do, the favor will be returned." '"Do not expect your department head to discover and In­ vent all improvements. Have bo me hobby and Btudy it when off duty in order to have some interest In life after you retire from active service," which answers the wistful complaint of an old engineer: "The pension is O. K., but it's hard to kill time on the retired list." This from a practical man, and of use to all practical men: "Think over, when starting out on each run, what work you have got to do and how Is the quickest, safest and best way to do it." In the parentheses of these letters come the droll adventures of early railroading; of a roundhouse which caught fire eleven times in twenty years, "and I always caught in time to save the house"; of a freight train which stopped an hour at a dance which was goifig on at a station ("those at the station had cleared out the freighthouse and when we got there the dance was In full swing"); of the engineer and fireman who "got sleepy, so much so that their engine died between two stations. They awoke, the train stopped and the fire nearly out. They fired up, got out of there with nobody the wiser but the crew." Modesty, brevity and good hard sense guide the pen of Tollog Olson: "As for me.^who only shoveled coal for about twenty years, giving advice to others who hold much more responsible positions, I will suggest that the only thing I will tell them Is to pick out the job they most desire as their goal, but to hold down the Job they already have Just a little bit bet­ ter than anyone else until they se­ cure the one In view." Let so much be said; all this as­ sumes the fact of pensions. These men, as Industrial conditions go, were lucky. They know it; they admit It. But they are not blinded thereby to the rights of the matter. Two terse statements of it: 'They treated me right, and I believe I did the same thing in return," and this: "A fair road is what I call it." Just that. Nothing less and nothing more. Such men as these, by their own unconscious confessions, have earned their pensions by that over- and-above faithful service which money cannot buy. The only differ­ ence between them and their less fortunate brethren Is that they worked for a corporation which recognized the obligation.--Exchange. Holders of Railroad Securities. The annual report issued by the Connecticut insurance commission, giv­ ing the assets and form of investment of the life insurance companies doing business in that state, supplies impres sive evidence of the "indirect" railway stockholders and bondholders. The returns of 28 companies inside and out­ side the state give total assets amount­ ing to the great sum of $2,990,291,000. Of that amount $1,432,114,000 is invest­ ed in stocks and bonds. Unfortunate­ ly the proportion In railway stockB and bonds Is not summarized, but a glance at the separate investments, as grouped but not added, shows that they form a very large part. As an il­ lustration, one old and conservative Connecticut company has 65 invest­ ments In railway stocks and bonds, as compared with but 17 investments In stocks and bonds of other corpora­ tions. Out of Harvard university's to­ tal investments of $19,060,268 there is $5,453,059 in steam railway bonds, $1,- 549,880 in street railway bonds and $1,927,338 in railway stocks--$8,930,- 277, or nearly one-half the total In­ vestment Or again, in a more spe­ cific and limited case, take recent re­ turns of the Massachusetts savings banks, showing that out of three is­ sues alone of the New York, New Ha­ ven and Hartford these banks hold $22,499,000, or about 38 per cent.-- Railway Age Gazette. Roads Unusually Busy. That railroads throughout the coun­ try are unusually busy Is indicated by the current bulletin of the American Railway association, which shows a net surplus of only 20,532 cars on all roads October 25. Returns for August from all the railroads of the United States, reduced to a per mile basis, show decreases when compared with returns for the corresponding month of 1910. Net op­ erating revenue per mile, which is to­ tal operating revenue per mile less op­ erating expenses per mile, decrease $7, or 1.8 per cent. The roads whose returns are included in the report oj>- erated 220,228 miles of line. Total op­ erating revenues for August CsnVi&ns on Railroads. The Baden (Germany) railroad ad­ ministration has inaugurated a new enterprise by establishing canteens for the benefit and comfort of the railway personnel, by the supply, at moderate prices, of nonalcoholic drinks--tea, cof­ fee, milk, mineral waters, etc., as well as warm and cold foods--at these can­ teens; which are located at various stations, freight yards and machine shops. The larger canteens make a specialty of providing nourishing but cheap hot dinners. At stations where there are no canteens the local ca­ terers are compeled to supply temper­ ance beverages as well as food to railway men at special prices. ENDED HIS WORK ON LINE OOES YOV^BACK ACHE? Engineer's Dream Saved Money for Company, but Effectually "Got His Goat" There is a town in Pennsylvania--a railroad junction and division point where great machine shops are lo­ cated--that has an unusually large colony of men who have "lost their goats." The dean of the lot is a man who never was in a wreck or an ac cldent, but who listened in time to the whisper or fear and stepped out of the cab safe and sound. Years ago this man was climbing the mountains with the second section of a heavy passen­ ger train. That morning when he had started out he had told the boys in the roundhouse of a dream he had the night before--a fantasy of rushing wa­ ters, hissing steam and cries of agony. The dream was continually on his mind, and after the summit of the pass had been left behind and the heavy train was slipping down the mountains, around curves and through tunnels the engineer proceeded so cau­ tiously that the train steadily lost time. At one point on the line a long bridge on a curve crossed a chasm. The jutting rocks hid the bridge from view until the engine was almost upon It. Irjstead of approaching this bridge slowly, as was the rule, the engineer stopped his train entirely and sent his fireman forward to look at the bridge. The conductor, amazed at the stop, came forward and argued heatedly about the unnecessary delay. He scoffed at dreams and threatened to do all sorts of things to the engineer at the end of the run. The engineer did not reply to his taunts. Sudden­ ly the fireman came running stagger­ ingly back. His face was white and his eyes were bulging with fear and horror. The first section, ten minutes ahead, with her dozen passenger cars, had Jumped the rails and was at the bottom of the chasm. Of course the timorous engineer of the second sec­ tion was thanked and praised by the officials and the passengers. He was given a medal and was assured that he could have his pick of the runs as long as be lived. But he ran his train back to the nearest telegraph.sta­ tion and never has put his hand to throttle since. He is content with his place in the repair shops. He knows he has "dorpped his goat" and that never again will he be the same quick- thinking, iron-nerved man he was be­ fore. He has taken his place in this Btrange company of men who have lent an attentive ear to the warning voice that has filled their hearts with fear.--Exchange. Backache is usually kidney ache. There 1b only one way to remove the pain. You must reach the cause--the kidneys. No better kidney remedy exists than Doan's kidney Pills. Mrs. John A. Link, 122 E. Terry St., Bucy- rus, 0., says: "I was bo terribly af­ flicted with Jtid- ney complaint, I could not leave m~p 'rcjR, I was attend- , -7T- " ^ by several doc- bWJUfRd adMkfllfl*1 torg but they all failed to help me. Doan's Kidney Pills gave me relief after I had given up all hope and soon cured me. I have had no kidney trouble In three years." "When Your Back Is Lame, Remem- berthe Name--DOAN'S." 50c,all stores. Foster-Mllburn Co., Buffalo, N. Y. The man who has a mustard seed grain of faith has all the capital he needs with which to go into a large busing. fx<r the Louv. KEEP WATER IN THE PAIL Railroad Men Have Ingenious Device Which Answers the Purpose to Perfection. Railroad men frequently carry pails of water in the caboose and baggage cars. The motion of the cars would cause the water to slop, did they not employ the kink here illustrated. On the Water Is laid a thin board circular in shape and a little smaller In diam­ eter than the inside of the pail to prevent pinching or jamming. When the baggage master desires to wash The Baggage Master's Pall. his hands he simply presses down the board with his knuckles or finger, which gives him all the water he needs without removing the board. This scheme for carrying water in a pall could be used to ^«Utantage on a cruising boat or a motor boat.--Scien­ tific American. State Railroad Operation In France. The state h\s made a bad bargain with the purchase of the Western rail­ road, as it is calculated on official au­ thority that next year's deficit will at­ tain the substantial figure of 66,000,- 000 francs, according to a Paris letter to the London Telegraph. This year the deficit is estimated at nearly 42,- 000,000 francs. The deficit is there­ fore increasing at the rate of close on £1,000,000 per annum. One reason for this very unsatisfactory situation given in the report is "the numerous improvements made in favor of the staff since the purchase.." In 1912 the personnel of the state Western rail­ road will actually cost 43,500,000 francs more than it did in 1908. And the minister of publics works gives scanty comfort to the taxpayers when he adds that all these modifications of salaries and wages are not yet complete and that "they will weigh more heavily on future budgets." And yet, while all this bounty is being lavished on the staff, the traveler is being utterly for­ gotten. ^Got His Winter's Fuel Cheap. " A funny thing happened once when a train ran wild on a down grade, meeting another on a neighboring down grade," relates a veteran engi­ neer. "As there were two tracks we didn't have to try the always failing experiment <?f having two trains pass on the same\rack. The father of the engineer of the other train lived close beside the track, just where the trains met. His train was coal laden and when the crash came several cars of coal were dumped into the family bins. It was just the begin­ ning of winter, and as the company did not care to gather up the coal, the old man's winter fuel was bought for a soug." Spread of Electric Railroads. In 26 years electric railroads In the United States have grown from nothing to their present splendid pro­ portions, which It is estimated by ex­ perts give support yearly to about 800,- 000 people. These figures Include fam­ ilies of employes, but the number of actual employes is somewhat short of a quarter of a million. I Come to summerland where all the pleasures of all other "wintering** places are combined with joys that you didn' t find elsewhere. You'll be de­ lighted with the brilliant social life, the luxurious hotels, the unlimited recreations of land and seaside; and with the climate that makes your simplest diversion a delight. Your vacation in Texas will be a new treat to you. HhsKhty JimttedL IhfiRaWMveiP --these are the recognised trains for winter tourist travel to the resorts of Texas; providing fast ihrough daily ser­ vice from St. Louis and Kansas City, via Kaiy all the way. The equipment is complete with all the latest luxuries of travel--sleepers with individual berth lights, dental lavatories, bigger toilet rooms--chair cara^ extra roomy and cozy, and dining service that doubles the pleasure of the trip. I should like to send ro* our eplend id new books on the winter resortsof Texas; tell you cost of long-limit, low fare ticketsand make Dp tueomt>Ute schedule from your city. Write today. W. S. St. GEORGE, Cm'l Put, Agtnt. 1359 Waiwnicfct BUf, &»kt»tiM,lflb FktVttn Your Liver Is Clogged Up That's Whj You're Tired--Out of Sorts --Have No Apptsuu CARTER S Lin LIVER PILLS will put you rigl in a few days. They d their duty. Cure Con stipation, -- Biliousness, Indigestion and Sick Headache SMALL PILL, SMALL DOSE, SMALL PRICK. 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Special offer to first barer in eaeh district. tteytar-KUfcr BmHj C«., BMg^CMa^e f HAIT Hasten Kansas farms, corn, wheat, oata, lA/v/IV alfalfa; 4 crops this year. Catholic settle- Bianta. For bargains write tnlitoi lm„