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{{Short description|American engineer and administrator}}
{{Short description|American engineer and administrator (1852–1921)}}
{{Use mdy dates|date=July 2020}}
{{Use mdy dates|date=July 2020}}
{{Infobox person
{{Infobox person
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|death_date = {{death date and age|1921|07|03|1852|9|10}}
|death_date = {{death date and age|1921|07|03|1852|9|10}}
|occupation = Engineer
|occupation = Engineer
|known_for = Chief Engineer of the Panama Canal
|known_for = Chief Engineer of the [[Panama Canal]]
|alma_mater = {{unbulleted list|[[Monmouth College]]|[[University of Wooster]]}}
|alma_mater = {{unbulleted list|[[Monmouth College]]|[[University of Wooster]]}}
|resting_place = Woodlawn Cemetery, Bronx, New York
|resting_place = Woodlawn Cemetery, Bronx, New York
|signature = Signature of John Findley Wallace.png
|signature = Signature of John Findley Wallace.png
}}
}}
'''John Findley Wallace''' (September 10, 1852 &ndash; July 3, 1921) was an American [[engineer]] and [[Business administration|administrator]], best known for serving as the [[Chief Engineer]] of the [[Panama Canal]] between 1904 and 1905. He had previously gained experience in [[railroad construction]] in the [[American Midwest]].<ref>Matthew Parker. ''Hell's Gorge:The Battle to Build the Panama Canal.'' p.214-16</ref>
'''John Findley Wallace''' (September 10, 1852 &ndash; July 3, 1921) was an American [[engineer]] and [[Business administration|administrator]], best known for serving as [[Chief Engineer]] for construction of the [[Panama Canal]] between 1904 and 1905. He had previously gained experience in [[railroad construction]] in the [[American Midwest]].<ref>{{Cite book |last=Parker |first=Matthew |title=Hell's Gorge:The Battle to Build the Panama Canal |publisher=Arrow |year=2008 |edition=1st |pages=214–216}}</ref>


==Biography==
==Biography==
John Findley Wallace was born, September 10, 1852, in Fall River, Mass., the oldest son of the Rev. Dr. David A. and Martha J. (Findley) Wallace. His father, Rev. Dr. David A. Wallace, D.D., LL.D., was the first president of The [[Monmouth College]], [[Monmouth, Illinois]].
John Findley Wallace was born September 10, 1852, in [[Fall River, Massachusetts]], the oldest son of the Rev. Dr. David A. and Martha J. (Findley) Wallace. His father, Rev. Dr. David A. Wallace, D.D., LL.D., was the first president of the [[Monmouth College]] in [[Monmouth, Illinois]].


John Findley Wallace attended Monmouth College in Illinois with the class of 1872. He received his degree of C.E. from the University of Wooster, 1882, and Sc.D. from Armour Institute, 1904.<ref>{{Cite web|url = http://www.electricscotland.com/history/descendants/chap141.htm|title = John Findley Wallace|date = |accessdate = June 8, 2015|website = |publisher = Electric Scotland|last = Scotland|first = Electric}}</ref>
John Findley Wallace attended Monmouth College in Illinois and graduated with the class of 1872. He received his degree in civil engineering from the [[University of Wooster]] in 1882, and his Sc.D. from the [[Armour Institute]] in 1904.<ref>{{Cite web|url = http://www.electricscotland.com/history/descendants/chap141.htm|title = John Findley Wallace|date = |accessdate = June 8, 2015|website = |publisher = Electric Scotland|last = Scotland|first = Electric}}</ref>


Wallace served as president of the [[American Society of Civil Engineers]] in 1900. He began his career at the [[United States Army Corps of Engineers|U.S. Engineering Corps]], working on navigation improvements in the [[Mississippi river]] near [[Hampton, Illinois]]. Wallace also worked at the [[List of Illinois railroads#Defunct|Burlington, Monmouth & Illinois River Railroad]], the [[Union Pacific Railroad]], and the [[Atchison, Topeka and Santa Fe Railway]] where he worked on the original [[Sibley Railroad Bridge|Sibley railroad bridge]]. After starting at the [[Illinois Central Railroad]] as an engineer, he was promoted to general manager.<ref name="ENR obituary">{{Citation| date=July 14, 1921| title=John F. Wallace| periodical=[[Engineering News-Record]]| volume=87| issue=2| page=83| url=https://archive.org/details/engineeringnewsr87newy/page/n108/mode/1up| access-date=April 16, 2022}}</ref>
Wallace served as president of the [[American Society of Civil Engineers]] in 1900. He began his career at the [[United States Army Corps of Engineers|U.S. Engineering Corps]], working on navigation improvements in the [[Mississippi River]] near [[Hampton, Illinois]]. Wallace also worked at the [[List of Illinois railroads#Defunct|Burlington, Monmouth & Illinois River Railroad]], the [[Union Pacific Railroad]], and the [[Atchison, Topeka and Santa Fe Railway]] where he worked on the original [[Sibley Railroad Bridge]] over the [[Missouri River]]. After starting at the [[Illinois Central Railroad]] as an engineer, he was promoted to general manager.<ref name="ENR obituary">{{Citation| date=July 14, 1921| title=John F. Wallace| periodical=[[Engineering News-Record]]| volume=87| issue=2| page=83| url=https://archive.org/details/engineeringnewsr87newy/page/n108/mode/1up| access-date=April 16, 2022}}</ref>


==Panama Canal construction==
==Panama Canal construction==
On May 6, 1904, President [[Theodore Roosevelt]] appointed Wallace as chief engineer of [[Panama Canal|the Panama Canal]].
On May 6, 1904, President [[Theodore Roosevelt]] appointed Wallace as chief engineer of the ongoing Panama Canal project.


As with the French effort to build the canal before him, malaria, other tropical diseases and especially yellow fever plagued the country and further reduced the already depleted workforce. Despite his requests to the contrary, the project was forced to use dilapidated and undersized infrastructure and equipment that had been purchased from the French by the U.S. government. This included primitive steam shovels and an undersized and rusting railway system. The project struggled to make significant progress.
As with the French effort to build the canal before him, [[malaria]], [[yellow fever]], and other tropical diseases plagued the country and further reduced the already depleted workforce. Despite his requests to the contrary, the project was forced to use dilapidated and undersized infrastructure and equipment which had been purchased from the French by the U.S. government. This included primitive steam shovels and an undersized and rusting railway system. The project struggled to make significant progress prior to and during Wallace's appointment.


In an attempt to avoid the inefficiency and corruption that had slowed earlier French efforts, a U.S. government commission, the Isthmian Canal Commission (ICC), was established to oversee construction. However, it proved to be overly bureaucratic and was an impediment to progress. Not initially a member of the seven-man ICC, and in an attempt to streamline its efforts, Wallace was appointed to it when it was reformed and its membership reduced to three following his own recommendation. However, the real solution to the problem would be found by his successor, [[John Frank Stevens]]<ref>Parker p.253-5</ref> who simply bypassed the commission and sent requests and demands directly to the Roosevelt Administration in Washington.
In an attempt to avoid the inefficiency and corruption that had slowed earlier French efforts, a U.S. government commission, the [[Isthmian Canal Commission]] (ICC), was established to oversee construction. However, it proved to be overly bureaucratic and was an impediment to progress. Not initially a member of the seven-man ICC, and in an attempt to streamline its efforts, Wallace was appointed to it when it was reformed and its membership reduced to three following his own recommendation. However, the real solution to the problem would not be found until the appointment of his successor, [[John Frank Stevens]],<ref>Parker p. 253-255</ref> who often bypassed the commission and sent requests and demands directly to the [[Presidency of Theodore Roosevelt|Roosevelt Administration]] in Washington; although he too would suddenly resign after two years on the project.


As recommended by a U.S. engineering panel in 1905, Wallace remained an advocate of the concept of a [[Sea level|sea-level]] canal at [[Panama Canal|Panama]]. To reduce the costs of construction and enable faster completion, this approach was later changed to a reservoir lake and lock system.<ref>Parker p.284</ref> The new plan would increase operating costs, however, and limit the maximum size of ships able to use the canal.
As recommended by a U.S. engineering panel in 1905, Wallace remained an advocate of the concept of a [[Sea level|sea-level]] canal in [[Panama]]. To reduce the costs of construction and enable faster completion, this approach was later changed to a reservoir lake and lock system.<ref>Parker p. 284</ref> The new plan would increase operating costs, however, and limit the maximum size of ships able to use the canal.


Wallace was paid $25,000 a year, the second largest salary in the American government, behind only the president.<ref>Parker p.216</ref> Despite this, in 1905 a frustrated Wallace abruptly resigned and returned to the mainland United States.<ref>Parker p.251-2</ref> The Wallace resignation ultimately led to a better understanding of the difficult nature of the project by the Roosevelt administration, resulting in reforms that included larger, more realistic construction budgets. In 1948 Wallace was [[Postage stamps and postal history of the Canal Zone#1946—1949 issues|commemorated]] on a Canal Zone postage stamp.
Wallace was paid $25,000 a year, the second-largest salary in the American government, behind only the president.<ref>Parker p. 216</ref> Despite this, to the Roosevelt administration's great chagrin,<ref>{{Cite book |last=McCullough |first=David |title=The Path Between the Seas: The Creation of the Panama Canal, 1870–1914 |publisher=Simon & Schuster |year=1977}}</ref> a frustrated Wallace abruptly resigned and returned to the mainland United States.<ref>Parker pp. 251–252</ref> Wallace's resignation ultimately led to a better understanding of the difficult nature of the project by the Roosevelt administration, resulting in reforms that included larger, more realistic construction budgets. In 1948 Wallace was [[Postage stamps and postal history of the Canal Zone#1946—1949 issues|commemorated]] on a [[Canal zone|Canal Zone]] postage stamp.


==Post Panama Canal work==
==Post-Panama Canal work==
Wallace went on to conceive and design the passenger terminal facilities for the Chicago & Northwestern Ry., in Chicago, 1905–06; was president of the Electric Properties Co., 1906–14; president of Westinghouse, Church, Kerr & Co., 1911–16, and chairman of the board of that firm, after 1906; engineering expert for the City Council Committee on Railway Terminals of the City of Chicago and chairman of the Chicago Railway Terminal Commission.
Wallace went on to conceive and design the passenger terminal facilities for the [[Chicago and North Western Transportation Company|Chicago & Northwestern Railway]] in [[Chicago]] from 1905 to 1906. He later served as president of the Electric Properties Company from 1906 to 1914; as president of Westinghouse, Church, Kerr & Company from 1911 to 1916, and chairman of the board of that firm after 1906; and as an engineering expert for the City Council Committee on Railway Terminals of the City of Chicago and chairman of the Chicago Railway Terminal Commission.


Wallace was president of the American Society of Civil Engineers, American Railway Engineering Association, and Western Society of Engineers. He was a Republican and a Presbyterian.
Wallace was president of the [[American Society of Civil Engineers]], [[American Railway Engineering Association]], and [[Western Society of Engineers]]. He was a [[Republican Party (United States)|Republican]] and a [[Presbyterianism|Presbyterian]].


He was buried in [[Woodlawn Cemetery (Bronx, New York)|Woodlawn Cemetery]], Bronx, New York.
He died in 1921 and was buried in [[Woodlawn Cemetery (Bronx, New York)|Woodlawn Cemetery]] in the Bronx, New York.


==See also==
==See also==
* [[Postage stamps and postal history of the Canal Zone]]
* [[Postage stamps and postal history of the Canal Zone]]
* [[Theodore P. Shonts]], chairman of the Panama Canal Commission


==References==
==References==
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[[Category:Engineers from Massachusetts]]
[[Category:Engineers from Massachusetts]]
[[Category:American railway civil engineers]]
[[Category:American railway civil engineers]]
[[Category:Monmouth College faculty]]

Latest revision as of 01:22, 14 February 2024

John Findley Wallace
Born(1852-09-10)September 10, 1852
Fall River, Massachusetts
DiedJuly 3, 1921(1921-07-03) (aged 68)
Resting placeWoodlawn Cemetery, Bronx, New York
Alma mater
OccupationEngineer
Known forChief Engineer of the Panama Canal
Signature

John Findley Wallace (September 10, 1852 – July 3, 1921) was an American engineer and administrator, best known for serving as Chief Engineer for construction of the Panama Canal between 1904 and 1905. He had previously gained experience in railroad construction in the American Midwest.[1]

Biography[edit]

John Findley Wallace was born September 10, 1852, in Fall River, Massachusetts, the oldest son of the Rev. Dr. David A. and Martha J. (Findley) Wallace. His father, Rev. Dr. David A. Wallace, D.D., LL.D., was the first president of the Monmouth College in Monmouth, Illinois.

John Findley Wallace attended Monmouth College in Illinois and graduated with the class of 1872. He received his degree in civil engineering from the University of Wooster in 1882, and his Sc.D. from the Armour Institute in 1904.[2]

Wallace served as president of the American Society of Civil Engineers in 1900. He began his career at the U.S. Engineering Corps, working on navigation improvements in the Mississippi River near Hampton, Illinois. Wallace also worked at the Burlington, Monmouth & Illinois River Railroad, the Union Pacific Railroad, and the Atchison, Topeka and Santa Fe Railway where he worked on the original Sibley Railroad Bridge over the Missouri River. After starting at the Illinois Central Railroad as an engineer, he was promoted to general manager.[3]

Panama Canal construction[edit]

On May 6, 1904, President Theodore Roosevelt appointed Wallace as chief engineer of the ongoing Panama Canal project.

As with the French effort to build the canal before him, malaria, yellow fever, and other tropical diseases plagued the country and further reduced the already depleted workforce. Despite his requests to the contrary, the project was forced to use dilapidated and undersized infrastructure and equipment which had been purchased from the French by the U.S. government. This included primitive steam shovels and an undersized and rusting railway system. The project struggled to make significant progress prior to and during Wallace's appointment.

In an attempt to avoid the inefficiency and corruption that had slowed earlier French efforts, a U.S. government commission, the Isthmian Canal Commission (ICC), was established to oversee construction. However, it proved to be overly bureaucratic and was an impediment to progress. Not initially a member of the seven-man ICC, and in an attempt to streamline its efforts, Wallace was appointed to it when it was reformed and its membership reduced to three following his own recommendation. However, the real solution to the problem would not be found until the appointment of his successor, John Frank Stevens,[4] who often bypassed the commission and sent requests and demands directly to the Roosevelt Administration in Washington; although he too would suddenly resign after two years on the project.

As recommended by a U.S. engineering panel in 1905, Wallace remained an advocate of the concept of a sea-level canal in Panama. To reduce the costs of construction and enable faster completion, this approach was later changed to a reservoir lake and lock system.[5] The new plan would increase operating costs, however, and limit the maximum size of ships able to use the canal.

Wallace was paid $25,000 a year, the second-largest salary in the American government, behind only the president.[6] Despite this, to the Roosevelt administration's great chagrin,[7] a frustrated Wallace abruptly resigned and returned to the mainland United States.[8] Wallace's resignation ultimately led to a better understanding of the difficult nature of the project by the Roosevelt administration, resulting in reforms that included larger, more realistic construction budgets. In 1948 Wallace was commemorated on a Canal Zone postage stamp.

Post-Panama Canal work[edit]

Wallace went on to conceive and design the passenger terminal facilities for the Chicago & Northwestern Railway in Chicago from 1905 to 1906. He later served as president of the Electric Properties Company from 1906 to 1914; as president of Westinghouse, Church, Kerr & Company from 1911 to 1916, and chairman of the board of that firm after 1906; and as an engineering expert for the City Council Committee on Railway Terminals of the City of Chicago and chairman of the Chicago Railway Terminal Commission.

Wallace was president of the American Society of Civil Engineers, American Railway Engineering Association, and Western Society of Engineers. He was a Republican and a Presbyterian.

He died in 1921 and was buried in Woodlawn Cemetery in the Bronx, New York.

See also[edit]

References[edit]

  1. ^ Parker, Matthew (2008). Hell's Gorge:The Battle to Build the Panama Canal (1st ed.). Arrow. pp. 214–216.
  2. ^ Scotland, Electric. "John Findley Wallace". Electric Scotland. Retrieved June 8, 2015.
  3. ^ "John F. Wallace", Engineering News-Record, vol. 87, no. 2, p. 83, July 14, 1921, retrieved April 16, 2022
  4. ^ Parker p. 253-255
  5. ^ Parker p. 284
  6. ^ Parker p. 216
  7. ^ McCullough, David (1977). The Path Between the Seas: The Creation of the Panama Canal, 1870–1914. Simon & Schuster.
  8. ^ Parker pp. 251–252
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