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Henry Flagler

Henry Morrison Flagler (January 2, 1830 – May 20, 1913) was an American industrialist and a founder of Standard Oil, which was first based in Ohio. He was also a key figure in the development of the Atlantic coast of Florida and founder of the Florida East Coast Railway. He is also known as a co-founder and major investor of the cities of Miami and Palm Beach, Florida.

Early life and education
Flagler was born in Hopewell, New York. His father was Isaac Flagler, a Presbyterian minister and great-grandson of Zacharra Flegler, whose family had emigrated from the German Palatinate region to Holland in 1688. Zacharra worked in England for several years before moving to Dutchess County, New York, in 1710. His grandson Solomon changed the spelling of the surname to Flagler and passed it on to his 11 children. Flagler's mother was Elizabeth Caldwell Harkness Flagler, Isaac's third wife and a widow who had a stepson, Stephen V. Harkness, and a son, Daniel M. Harkness, from her marriage to deceased widower David Harkness of Milan, Ohio.

Flagler attended local schools through eighth grade. His half-brother Daniel had left Hopewell to live and work with his paternal uncle Lamon G. Harkness, who had a store in Republic, Ohio. He recruited Henry Flagler to join him, and the youth went to Ohio at age 14, where he started work in 1844 at a salary of US$5 per month plus room and board. By 1849, Flagler was promoted to the sales staff at a salary of $40 per month. He later joined Daniel in a grain business started with his uncle Lamon in Bellevue, Ohio, and made a small fortune distilling whiskey. He sold his stake in the business in 1858.

In 1862, Flagler and his wife's brother-in-law Barney Hamlin York (1833–1884) founded the Flagler and York Salt Company, a salt mining and production business in Saginaw, Michigan. He found that salt mining required more technical knowledge than he had and struggled in the industry during the Civil War. The company collapsed when the war undercut commercial demand for salt. Flagler returned to Bellevue having lost his initial $50,000 investment and an additional $50,000 he had borrowed from his father-in-law and Daniel. Flagler believed that he had learned a valuable lesson: invest in a business only after thorough investigation.

Business and Standard Oil
After the failure of his salt business in Saginaw, Flagler returned to Bellevue in 1866 and reentered the grain business as a commission merchant with the Harkness Grain Company. During this time he worked to pay back his stepbrother. Through this business, Flagler became acquainted with John D. Rockefeller, who worked as a commission agent with Hewitt and Tuttle for the Harkness Grain Company. By the mid-1860s, Cleveland had become the center of the oil refining industry in America and Rockefeller left the grain business to start his own oil refinery. Rockefeller worked in association with chemist and inventor Samuel Andrews.

Needing capital for his new venture, Rockefeller approached Flagler in 1867. Flagler's stepbrother Stephen V. Harkness invested $100,000 (equivalent to $ in ) on the condition that Flagler be made a partner. The Rockefeller, Andrews & Flagler partnership was formed with Flagler in control of Harkness' interest. The partnership eventually grew into the Standard Oil Corporation. It was Flagler's idea to use the rebate system to strengthen the firm's position against competitors and the transporting enterprises alike. Flagler was in a special position to make those deals due to his connections as a grain merchant. Equivalent to a 15% discount, they put Standard Oil in position to significantly undercut other oil refineries. By 1872, it led the American oil refining industry, producing 10000 oilbbl/d. In 1877, Flagler and his family moved to New York City, which was becoming the center of commerce in the U.S.. In 1885, Standard Oil moved its corporate headquarters to New York City to the iconic 26 Broadway location.

By the end of the American Civil War, Cleveland was one of the five main refining centers in the U.S. (besides Pittsburgh, New York City, Philadelphia, and the region in northwestern Pennsylvania where most of the oil originated). By 1869, there was three times more kerosene refining capacity than needed to supply the market, and the capacity remained in excess for many years. In June 1870, Flagler and Rockefeller formed Standard Oil of Ohio, which rapidly became the most profitable refiner in Ohio. Standard Oil grew to become one of the largest shippers of oil and kerosene in the country. The railroads were fighting fiercely for traffic and, in an attempt to create a cartel to control freight rates, formed the South Improvement Company in collusion with Standard and other oil men outside the main oil centers. The cartel received preferential treatment as a high-volume shipper, which included not just steep rebates of up to 50% for their product but also rebates for the shipment of competing products. Part of this scheme was the announcement of sharply increased freight charges. This touched off a firestorm of protest from independent oil well owners, including boycotts and vandalism, which eventually led to the discovery of Standard Oil's part in the deal. A major New York refiner, Charles Pratt and Company, headed by Charles Pratt and Henry H. Rogers, led the opposition to this plan, and railroads soon backed off. Pennsylvania revoked the cartel's charter, and non-preferential rates were restored for the time being.

Undeterred, though vilified for the first time by the press, Flagler and Rockefeller continued with their self-reinforcing cycle of buying competing refiners, improving the efficiency of operations, pressing for discounts on oil shipments, undercutting competition, making secret deals, raising investment pools, and buying rivals out. In less than four months in 1872, in what was later known as "The Cleveland Conquest" or "The Cleveland Massacre", Standard Oil had absorbed 22 of its 26 Cleveland competitors. Eventually, even former antagonists Pratt and Rogers saw the futility of continuing to compete against Standard Oil: in 1874, they made a secret agreement with their old nemesis to be acquired. Pratt and Rogers became Flagler and Rockefeller's partners. Rogers, in particular, became one of Flagler and Rockefeller's key men in the formation of the Standard Oil Trust. Pratt's son, Charles Millard Pratt, became Secretary of Standard Oil. For many of the competitors, Flagler and Rockefeller had merely to show them the books so they could see what they were up against and make them a decent offer. If they refused the offer, Flagler and Rockefeller told them they would run them into bankruptcy and then cheaply buy up their assets at auction. Flagler and Rockefeller saw themselves as the industry's saviors, "an angel of mercy" absorbing the weak and making the industry as a whole stronger, more efficient, and more competitive. Standard was growing horizontally and vertically. It added its own pipelines, tank cars, and home delivery network. It kept oil prices low to stave off competitors, made its products affordable to the average household, and, to increase market penetration, sometimes sold below cost if necessary. It developed over 300 oil-based products from tar to paint to Vaseline petroleum jelly to chewing gum. By the end of the 1870s, Standard was refining over 90% of the oil in the U.S. In 1877, Standard clashed with Thomas A. Scott the president of the Pennsylvania Railroad, its chief hauler. Flagler and Rockefeller had envisioned the use of pipelines as an alternative transport system for oil and began a campaign to build and acquire them. The railroad, seeing Standard's incursion into the transportation and pipeline fields, struck back and formed a subsidiary to buy and build oil refineries and pipelines.This subsidiary, the Empire Transportation Company, which Joseph D. Potts created in 1865 and also ran, owned other assets including a small fleet of ships on the Great Lakes. Standard countered and held back its shipments and, with the help of other railroads, started a price war that dramatically reduced freight payments and caused labor unrest as well. Flagler and Rockefeller eventually prevailed and the railroad sold all its oil interests to Standard. But in the aftermath of that battle, in 1879 the Commonwealth of Pennsylvania indicted Flagler and Rockefeller on charges of monopolizing the oil trade, starting an avalanche of similar court proceedings in other states and making a national issue of Standard Oil's business practices. The New York State Legislature's Hepburn Committee in 1879 conducted hearings in response to the complaints of local merchants that were not involved in the oil trade in order to investigate railroad rebate practices. The committee ultimately discovered the previously unknown scope of Standard Oil's business interests.

Monopoly
Standard Oil gradually gained almost complete control of oil refining and marketing in the United States through horizontal integration. In the kerosene industry, Standard Oil replaced the old distribution system with its own vertical system. It supplied kerosene by tank cars that brought the fuel to local markets, and tank wagons then delivered to retail customers, thus bypassing the existing network of wholesale jobbers. Despite improving the quality and availability of kerosene products while greatly reducing their cost to the public (the price of kerosene dropped by nearly 80% over the life of the company), Standard Oil's business practices created intense controversy. Standard's most potent weapons against competitors were underselling, differential pricing, and secret transportation rebates. The firm was attacked by journalists and politicians throughout its existence, in part for these monopolistic methods, giving momentum to the antitrust movement. By 1880, according to the New York World, Standard Oil was "the most cruel, impudent, pitiless, and grasping monopoly that ever fastened upon a country." To the critics Flagler and Rockefeller replied, "In a business so large as ours... some things are likely to be done which we cannot approve. We correct them as soon as they come to our knowledge."

At that time, many legislatures had made it difficult to incorporate in one state and operate in another. As a result, Flagler and Rockefeller and their associates owned dozens of separate corporations, each of which operated in just one state; the management of the whole enterprise was rather unwieldy. In 1882, Flagler and Rockefeller's lawyers created an innovative form of corporation to centralize their holdings, giving birth to the Standard Oil Trust. The "trust" was a corporation of corporations, and the entity's size and wealth drew much attention. Nine trustees, including Rockefeller, ran the 41 companies in the trust. The public and the press were immediately suspicious of this new legal entity, and other businesses seized upon the idea and emulated it, further inflaming public sentiment. Standard Oil had gained an aura of invincibility, always prevailing against competitors, critics, and political enemies. It had become the richest, biggest, most feared business in the world, seemingly immune to the boom and bust of the business cycle, consistently racking up profits year after year.

Its vast American empire included 20,000 domestic wells, 4,000 miles of pipeline, 5,000 tank cars, and over 100,000 employees. Its share of world oil refining topped out above 90% but slowly dropped to about 80% for the rest of the century. In spite of the formation of the trust and its perceived immunity from all competition, by the 1880s Standard Oil had passed its peak of power over the world oil market. Flagler and Rockefeller finally gave up their dream of controlling all the world's oil refining. Rockefeller admitted later, "We realized that public sentiment would be against us if we actually refined all the oil." Over time foreign competition and new finds abroad eroded his dominance. In the early 1880s, Flagler and Rockefeller created one of their most important innovations. Rather than try to influence the price of crude oil directly, Standard Oil had been exercising indirect control by altering oil storage charges to suit market conditions. Flagler and Rockefeller then decided to issue certificates against oil stored in Standard Oil's pipelines. These certificates became traded by speculators, thus creating the first oil-futures market which effectively set spot market prices from then on. The National Petroleum Exchange opened in Manhattan in late 1882 to facilitate the oil futures trading.

Even though 85% of world crude production was still coming from Pennsylvania wells in the 1880s, overseas drilling in Russia and Asia began to reach the world market. Robert Nobel had established his own refining enterprise in the abundant and cheaper Russian oil fields, including the region's first pipeline and the world's first oil tanker. The Paris Rothschilds jumped into the fray providing financing. Additional fields were discovered in Burma and Java. Even more critical, the invention of the light bulb gradually began to erode the dominance of kerosene for illumination. But Standard Oil adapted, developing its own European presence, expanding into natural gas production in the U.S., then into gasoline for automobiles, which until then had been considered a waste product.

Standard Oil moved its headquarters to New York City, at 26 Broadway, and Flagler and Rockefeller became central figures in the city's business community. In 1887, Congress created the Interstate Commerce Commission, which was tasked with enforcing equal rates for all railroad freight, but by then Standard depended more on pipeline transport. More threatening to Standard's power was the Sherman Antitrust Act of 1890, originally used to control unions, but later central to the breakup of the Standard Oil trust. Ohio was especially vigorous in applying its state anti-trust laws, and finally forced a separation of Standard Oil of Ohio from the rest of the company in 1892, the first step in the dissolution of the trust.

Upon his ascent to the presidency, Theodore Roosevelt initiated dozens of suits under the Sherman Antitrust Act and coaxed reforms out of Congress. In 1901, U.S. Steel, now controlled by J. Pierpont Morgan, having bought Andrew Carnegie's steel assets, offered to buy Standard's iron interests as well. A deal brokered by Henry Clay Frick exchanged Standard's iron interests for U.S. Steel stock and gave Rockefeller and his son membership on the company's board of directors. One of the most effective attacks on Flagler and Rockefeller and their firm was the 1905 publication of The History of the Standard Oil Company, by Ida Tarbell, a leading muckraker. She documented the company's espionage, price wars, heavy-handed marketing tactics, and courtroom evasions. Although her work prompted a huge backlash against the company, Tarbell claims to have been surprised at its magnitude. "I never had an animus against their size and wealth, never objected to their corporate form. I was willing that they should combine and grow as big and wealthy as they could, but only by legitimate means. But they had never played fair, and that ruined their greatness for me." Tarbell's father had been driven out of the oil business during the South Improvement Company affair.

Flagler and Rockefeller began a publicity campaign to put the company and themselves in a better light. Though Flagler and Rockefeller had long maintained a policy of active silence with the press, they decided to make themselves more accessible and responded with conciliatory comments such as "capital and labor are both wild forces which require intelligent legislation to hold them in restriction."

Flagler and Rockefeller continued to consolidate their oil interests as best they could until New Jersey, in 1909, changed its incorporation laws to effectively allow a re-creation of the trust in the form of a single holding company. Rockefeller retained his nominal title as president until 1911 and he kept his stock. At last in 1911, the Supreme Court of the United States found Standard Oil Company of New Jersey in violation of the Sherman Antitrust Act. By then the trust still had a 70% market share of the refined oil market but only 14% of the U.S. crude oil supply. The court ruled that the trust originated in illegal monopoly practices and ordered it to be broken up into 34 new companies. These included, among many others, Continental Oil, which became Conoco, now part of ConocoPhillips; Pennzoil, now part of Shell; Standard of Indiana, which became Amoco, now part of BP; Standard of California, which became Chevron, still a separate company; Standard of New Jersey, which became Esso (and later, Exxon), now part of ExxonMobil; Standard of New York, which became Mobil, now part of ExxonMobil; and Standard of Ohio, which became Sohio, now part of BP.

Flagler's contributions
When Flagler envisioned successes in the oil industry, he and Rockefeller started building their fortune in refining oil in Cleveland, Ohio. Cleveland became very well known for oil refining, as, "More and more crude oil was shipped from the oil regions to Cleveland for the refining process because of transportation facilities and the aggressiveness of the refiners there. It was due largely to the efforts of Henry M. Flagler and John D. Rockefeller." Flagler and Rockefeller worked hard for their company to achieve such prominence. Henry explained: "We worked night and day, making good oil as cheaply as possible and selling it for all we could get." Not only did Flagler and Rockefeller's Standard Oil company become well known in Ohio, they expanded to other states, as well as gained additional capital in purchasing smaller oil refining companies across the nation. According to Allan Nevins, in John D. Rockefeller (p 292), "Standard Oil was born as a big enterprise, it had cut its teeth as a partnership and was now ready to plunge forward into a period of greater expansion and development. It soon was doing one tenth of all the petroleum business in the United States. Besides its two refineries and a barrel plant in Cleveland, it possessed a fleet of tank cars and warehouses in the oil regions as well as warehouses and tanks in New York."

By 1892, Standard Oil had a monopoly over all oil refineries in the United States. In an overall calculation of America's oil refineries' assets and capital, Standard Oil surpassed all. Standard Oil's combined assets equalled approximately $42,882,650 (equivalent to $ in ) in Indiana, Kentucky, New Jersey, New York and Ohio. Standard Oil also had the highest capitalization, totaling $26,000,000 (equivalent to $ in ). The history of American oil refining begins with Flagler and Rockefeller, as they built the biggest, most prosperous and monopolizing oil empire of their time: Standard Oil.

Although Standard Oil was a partnership, Flagler was credited as the brain behind the booming oil refining business. "When John D. Rockefeller was asked if the Standard Oil company was the result of his thinking, he answered, 'No, sir. I wish I had the brains to think of it. It was Henry M. Flagler.'" Flagler served as an active part of Standard Oil until 1882, when he stepped back to take a secondary role at Standard Oil. He served as a vice president through 1908 and was part of ownership until 1911.

Florida: resort hotels and railroads
When Flagler's first wife Mary (née Harkness) fell sick, his physician recommended they travel to Jacksonville for the winter to escape the brutal conditions of the North. For the first time, Flagler was able to experience the warm, sunny atmosphere of Florida. Two years after his first wife died in 1881, he married again. Ida Alice (née Shourds) Flagler had been a caregiver for Mary. After their wedding, the couple traveled to Saint Augustine. Flagler found the city charming, but the hotel facilities and transportation systems inadequate. Franklin W. Smith had just finished building Villa Zorayda and Flagler offered to buy it for his honeymoon. Smith would not sell, but he planted the seed of St. Augustine's and Florida's future in Flagler's mind.

Although Flagler remained on the board of directors of Standard Oil, he gave up his day-to-day involvement in the corporation to pursue his interests in Florida. He returned to St. Augustine in 1885 and made Smith an offer. If Smith could raise $50,000, Flagler would invest $150,000 and they would build a hotel together. Perhaps fortunately for Smith, he couldn't come up with the funds, so Flagler began construction of the 540-room Ponce de Leon Hotel by himself, but spent several times his original estimate. Smith helped train the masons on the mixing and pouring techniques he used on Zorayda.

Realizing the need for a sound transportation system to support his hotel ventures, Flagler purchased short line railroads in what would later become known as the Florida East Coast Railway. He used convict leasing — "a method undertaken by the Southern States to replace the economic setup of slavery" — to modernize the existing railroads, allowing them to accommodate heavier loads and more traffic.

His next project was the Ponce de Leon Hotel, now part of Flagler College. He invested with the guidance of Dr. Andrew Anderson, a native of St. Augustine. After many years of work, it opened on January 10, 1888, and was an instant success.

This project sparked Flagler's interest in creating a new "American Riviera." Two years later, he expanded his Florida holdings. He built a railroad bridge across the St. Johns River to gain access to the southern half of the state and purchased the Hotel Ormond, just north of Daytona. He also built the Alcazar Hotel as an overflow hotel for the Ponce de Leon Hotel. The Alcazar is today the Lightner Museum, next to the Casa Monica Hotel in St. Augustine that Flagler bought from Franklin W. Smith. His personal dedication to the state of Florida was demonstrated when he began construction on his private residence, Kirkside, in St. Augustine.

An immense engineering effort was required to cut through the wilderness and marsh from St. Augustine to Palm Beach. The state provided incentive in the form of 3840 acre for every mile (1 mi) of track constructed. Flagler completed the 1,100-room Royal Poinciana Hotel on the shores of Lake Worth in Palm Beach and extended his railroad to its service town, West Palm Beach, by 1894, founding Palm Beach and West Palm Beach. The Royal Poinciana Hotel was at the time the largest wooden structure in the world. Two years later, Flagler built the Palm Beach Inn (renamed The Breakers in 1901), overlooking the Atlantic Ocean in Palm Beach.

Flagler originally intended West Palm Beach to be the terminus of his railroad system, but in 1894 and 1895, severe freezes hit the area, causing Flagler to reconsider. 60 mi south, the area today known as Miami was reportedly unharmed by the freeze. To further convince Flagler to continue the railroad to Miami, he was offered land in exchange for laying rail tracks from private landowners, the Florida East Coast Canal and Transportation Company, and the Boston and Florida Atlantic Coast Land Company. The land owners were Julia Tuttle, whom he had met in Cleveland, Ohio, and William Brickell, who ran a trading post on the Miami River.

Such incentive led to the development of Miami, which was an unincorporated area at the time. Flagler encouraged fruit farming and settlement along his railway line and made many gifts to build hospitals, churches and schools in Florida.

By 1896, Flagler's railroad, the Florida East Coast Railway, reached Biscayne Bay. Flagler dredged a channel, built streets, instituted the first water and power systems, and financed the city's first newspaper, The Metropolis. When the city was incorporated in 1896, its citizens wanted to honor the man responsible for its growth by naming it "Flagler". He declined the honor, persuading them to use an old Indian name, "Mayaimi". Instead, an artificial island was constructed in Biscayne Bay called Flagler Monument Island. In 1897, Flagler opened the exclusive Royal Palm Hotel on the north bank of the Miami River where it overlooked Biscayne Bay. He became known as the Father of Miami, Florida.

Flagler's second wife, the former Ida Alice Shourds, was declared insane by Flagler's friend Dr. Anderson in 1896 and was institutionalized on and off starting that year. At the same time, he began to have an affair with Mary Lily Kenan; by 1899, newspapers began to openly question whether the two were having an affair. That year he reportedly gave her more than $1 million in jewelry. In 1901, Flagler bribed the Florida Legislature and Governor to pass a law that made incurable insanity grounds for divorce, opening the way for Flagler to remarry. Flagler was the only person to be divorced under the law before it was repealed in 1905. It was not until 1969 that a spouse's incurable insanity (mental incapacity) again became a ground for divorce in Florida. It remains a ground today, but since Florida became a "no fault" divorce state in 1971, there is less need to use that ground to obtain a divorce (dissolution of marriage).

On August 24, 1901, 10 days after his divorce, Flagler married Mary Lily at her family's plantation, Liberty Hall, and the couple soon moved into their new Palm Beach estate, Whitehall, a 55-room beaux arts home designed by the New York-based firm of Carrère and Hastings, which also had designed the New York Public Library and the Pan-American Exposition. Built in 1902 as a wedding present to Mary Lily, Whitehall (now the Flagler Museum) was a 60,000-square-foot (5,600 m2) winter retreat that established the Palm Beach "season" of about 8–12 weeks, for the wealthy of America's Gilded Age.

By 1905, Flagler decided that his Florida East Coast Railway should be extended from Biscayne Bay to Key West, a point 128 mi past the end of the Florida peninsula. At the time, Key West was Florida's most populous city, with a population of 20,000, and it was also the United States' deep water port closest to the canal that the U.S. government proposed to build in Panama. Flagler wanted to take advantage of additional trade with Cuba and Latin America as well as the increased trade with the west that the Panama Canal would bring.

In 1912, the Florida Overseas Railroad was completed to Key West. Over 30 years, Flagler had invested about $50 million in railroad, home and hotel construction and had made donations to suffering farmers after the freeze in 1894. When asked by the president of Rollins College in Winter Park about his philanthropic efforts, Flagler reportedly replied, "I believe this state is the easiest place for many men to gain a living. I do not believe any one else would develop it if I do not..., but I do hope to live long enough to prove I am a good business man by getting a dividend on my investment."

Alleged use of convict leasing and debt peonage
Flagler allegedly used convicts leased from Florida prison camps, the majority of them African-American, to clear land for the Royal Palm Hotel in Miami and to build the Florida East Coast Railway from West Palm Beach to Miami and the rail extension to Key West. He also used labor agencies to bring around 4,000 new immigrants to Florida who contracted to work until their transportation costs had been paid off. Due to the harsh working and living conditions in the railway construction camps, many workers became victims of debt slavery.

When the Department of Justice prosecuted four Flagler employment agents in 1908 for "conspiracy to hold workmen in peonage and slavery," the Flagler-owned The Florida Times-Union and other Florida newspapers depending on the Times-Union for material or owned by Flagler published articles to "influence juries and public opinion." The judge instructed the jury to find them not guilty because the "prosecution had failed to prove 'an agreement of minds with evil intent to conspire'."

A congressional investigation in 1909 concluded that "there had been little immigrant peonage in the South and none in the ... [railway camps] camps in the Keys. Congress concluded that newspapers in Florida and across the South spread the deceitful news against Flagler."

According to historian Joe Knetsch, reformers and muckrakers exaggerated charges of peonage regarding construction of the Florida East Coast Railway in 1893 to 1909. Flager and his lawyers defeated all legal challenges and neither the company or its employees were ever convicted in court. However, there were many reports of harsh working conditions and forced indebtedness to the company, and malfeasance by labor agents who hired men for the railway. Knetsch concludes that "Flagler in fact provided health care for his employees and was a far better employer than the press alleged."

Death and legacy

In March 1913, Flagler fell down a flight of marble stairs at Whitehall. He never recovered and died in Palm Beach of his injuries on May 20, 1913, at 83 years of age. At 3 p.m. on the day of the funeral, May 23, 1913, every engine on the Florida East Coast Railway stopped wherever it was for ten minutes as a tribute to Flagler. It was reported that people along the railway line waited all night for the passing of the funeral train as it traveled from Palm Beach to St. Augustine.

Flagler was entombed in the Flagler family mausoleum at Memorial Presbyterian Church in St. Augustine alongside his first wife, Mary Harkness; daughter, Jenny Louise; and granddaughter, Marjorie. Only his son Harry Harkness Flagler survived of the three children by his first marriage in 1853 to Mary Harkness. A large portion of his estate was designated for a "niece" who was said actually to be a child born out of wedlock.

When looking back at Flagler's life, after Flagler's death, George W. Perkins, of J.P. Morgan & Co., reflected, "But that any man could have the genius to see of what this wilderness of waterless sand and underbrush was capable and then have the nerve to build a railroad here, is more marvelous than similar development anywhere else in the world."

Miami's main east–west street is named Flagler Street and is the main shopping street in Downtown Miami. Flagler Avenue is a main route through Key West. There is also a monument to him on Flagler Monument Island in Biscayne Bay in Miami; Flagler College and Flagler Hospital are named after him in St. Augustine. Flagler County, Florida, Flagler Beach, Florida, and Flagler, Colorado, are also named for him. Whitehall, Palm Beach, is open to the public as the Henry Morrison Flagler Museum; his private railcar No. 91 is preserved inside a Beaux Arts pavilion built to look like a 19th-century railway palace.

On February 24, 2006, a statue of Flagler was unveiled in Key West near the spot where the Overseas Railroad once terminated. Also, on July 28, 2006, a statue of Flagler was unveiled on the southeast steps of Miami's Dade County Courthouse, located on Miami's Flagler Street.

The Overseas Railroad, also known as the Key West Extension of the Florida East Coast Railway, was heavily damaged and partially destroyed in the Labor Day Hurricane of 1935. The railroad was financially unable to rebuild the destroyed sections, so the roadbed and remaining bridges were sold to the State of Florida, which built the Overseas Highway to Key West, using much of the remaining railway infrastructure.

Flagler's third wife, Mary Lily Kenan Flagler Bingham was born in North Carolina. The top-ranked Kenan-Flagler Business School at the University of North Carolina at Chapel Hill is named for Flagler and his wife, who was an early benefactor of UNC along with her family and descendants. After Flagler's death, she married an old friend, Robert Worth Bingham, who used an inheritance from her to buy the Louisville Courier-Journal. The Bingham-Flagler marriage (and questions about her death or possible murder) figured prominently in several books that appeared in the 1980s, when the Bingham family sold the newspaper in the midst of great acrimony. Control of the Flagler fortune largely passed into the hands of Mary Lily Kenan's family of sisters and brother, who survived into the 1960s.

title: Henry Flagler


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Currier and Ives

Currier and Ives was a New York City-based printmaking business operating from 1835 to 1907. Founded by Nathaniel Currier, the company designed and sold inexpensive hand-painted lithographic works based on news events, views of popular culture and Americana. Advertising itself as "the Grand Central Depot for Cheap and Popular Prints," the corporate name was changed in 1857 to "Currier and Ives" with the addition of James Merritt Ives.

A perennial bestselling series was the Darktown Comics lithographs.

History
Nathaniel Currier (1813–88) was born in Roxbury, Massachusetts, on March 27, 1813, the second of four children. His parents Nathaniel and Hannah Currier were distant cousins who lived a humble and spartan life. Tragedy struck when Nathaniel was eight years old, when his father unexpectedly died, leaving Nathaniel and his eleven-year-old brother Lorenzo to provide for the family: six-year-old sister Elizabeth and two-year-old brother Charles, as well as their mother.

Nathaniel worked a series of odd jobs to support the family and, at fifteen, he started what became a lifelong career when he apprenticed in the Boston lithography shop of William and John Pendleton. In 1833 at age twenty, he moved to Philadelphia to do contract work for M.E.D. Brown, a noted engraver and printer. Currier's early lithographs were issued under the name of Stodart & Currier, a result of the partnership that he created in 1834 with a local New York printmaker named Stodart. The two men specialized in "job" printing and made a variety of print products, including music manuscripts. Currier became dissatisfied with the poor economic return of their business venture and ended the partnership in 1835. He set up shop alone, working as "N. Currier, Lithographer" until 1856.

In 1835, he created a lithograph that illustrated a fire sweeping through New York City's business district. The print of the Merchant's Exchange sold thousands of copies in four days. Currier realized that there was a market for current news, so he turned out several more disaster prints and other inexpensive lithographs that illustrated local and national events, such as "Ruins of the Planter's Hotel, New Orleans, which fell at two O’clock on the Morning of May 15, 1835, burying 50 persons, 40 of whom Escaped with their Lives. He quickly gained a reputation as an accomplished lithographer. In 1840, he produced "Awful Conflagration of the Steam Boat Lexington", which was so successful that he was given a weekly insert in the New York Sun. In that year, Currier's firm began to shift its focus from job printing to independent print publishing.

Partnership with Ives
The name Currier and Ives first appeared in 1857, when Currier invited the company's bookkeeper and accountant James Merritt Ives (1824–95) to become his partner. Ives was born on March 5, 1824, in New York City, and he married Caroline Clark in 1852. She was the sister-in-law of Nathaniel's brother Charles Currier, and it was Charles who recommended Ives to his brother. Nathaniel Currier soon noticed Ives's dedication to his business, and his artistic knowledge and insight into what the public wanted. The younger man quickly became the general manager of the firm, handling the financial side of the business by modernizing the bookkeeping, reorganizing inventory, and streamlining the print process. Ives also helped Currier interview potential artists and craftsmen. He had a flair for gauging popular interests and aided in selecting the images that the firm would publish and expanding the firm's range to include political satire and sentimental scenes, such as sleigh rides in the country and steamboat races. In 1857, Currier made Ives a full partner.

The firm
The firm Currier and Ives described itself as "Publishers of Cheap and Popular Prints". At least 7,500 lithographs were published in the firm's 72 years of operation. Artists produced two to three new images every week for 64 years (1834–1895), producing more than a million prints by hand-colored lithography. For the original drawings, Currier and Ives employed or used the work of many celebrated artists of the day, including James E. Buttersworth, George Inness, Thomas Nast, Eastman Johnson, and others. The stars of the firm were Arthur Fitzwilliam Tait, who specialized in sporting scenes; Louis Maurer, who executed genre scenes; George H. Durrie, who supplied winter scenes; and Frances Flora Bond Palmer, who liked to do picturesque panoramas of the American landscape, and who was the first woman in the United States to make her living as a full-time artist.

All lithographs were produced on lithographic limestone printing plates on which the drawing was done by hand. A stone often took over a week to prepare for printing. Each print was pulled by hand. Prints were hand-colored by a dozen or more women, often immigrants from Germany with an art background. They worked in assembly-line fashion, one color to a worker, and were paid $6 for every 100 colored prints. The favored colors were clear and simple, and the drawing was bold and direct.

The earliest lithographs were printed in black and then colored by hand. As new techniques were developed, publishers began to produce full-color lithographs that gradually developed softer, more painterly effects. Skilled artist lithographers such as John Cameron, Fanny Palmer, and others became known for their work and signed important pieces. Artists such as A. F. Tait became famous when their paintings were reproduced as lithographs.

Currier and Ives was the most prolific and successful company of lithographers in the U.S. Its lithographs represented every phase of American life, and included the themes of hunting, fishing, whaling, city life, rural scenes, historical scenes, clipper ships, yachts, steamships, the Mississippi River, Hudson River scenes, railroads, politics, comedy, gold mining, winter scenes, commentary on life, portraits, and still lifes. From 1866 on, the firm occupied three floors in a building at 33 Spruce Street in New York:

 * Hand-operated printing presses occupied the third floor.
 * Artists, stone grinders, and lithographers worked on the fourth floor.
 * Colorists worked on the fifth floor.

Small works sold for five to twenty cents each, and large works sold for $1 to $3 apiece. The Currier and Ives firm branched out from its central shop in New York City to sell prints via pushcart vendors, peddlers, and book stores. The firm sold retail as well as wholesale, establishing outlets in cities across the country and in London. It also sold work through the mail (prepaid orders only), and internationally through a London office and agents in Europe.

The 19th-century Victorian public was receptive to the firm's products, with its interest in current events and sentimental taste. Currier and Ives prints were among the most popular wall hangings of the day. In 1872, the Currier and Ives catalog proudly proclaimed: "our Prints have become a staple article... in great demand in every part of the country... In fact without exception, all that we have published have met with a quick and ready sale."

Currier and Ives prints were among the household decorations considered appropriate for a proper home by Catharine Esther Beecher and Harriet Beecher Stowe, authors of American Woman's Home (1869): "The great value of pictures for the home would be, after all, in their sentiment. They should express the sincere ideas and tastes of the household and not the tyrannical dicta of some art critic or neighbor."

Currier died in 1888. Ives remained active in the firm until his death in 1895. Both Currier's and Ives's sons followed their fathers in the business, which was eventually liquidated in 1907. The public demand for lithographs had gradually diminished because of improvements in offset printing and photoengraving.

The lithographs
The prints depicted a variety of images of American life, including winter scenes, horse-racing images, portraits of people, and pictures of ships, sporting events, patriotic, and historical events, including ferocious battles of the American Civil War, the building of cities and railroads, and Lincoln's assassination. Currier and Ives also produced many prints that were inherently racist in nature, particularly in a series of prints called the Darktown Comics. They depicted African Americans in very demeaning ways, making a very clear mockery of them to their white counterparts. These types of images were popular in the 19th century and in high demand. Many of these images are still readily available to view and purchase.

The original lithographs shared similar characteristics in inking and paper, and adhered to folio sizes. Sizes of the images were standard (trade cards, very small folios, small folios, medium folios, large folios), and their measurement did not include the title or borders. These sizes are one of the guides for collectors today in determining if the print is an original or not. "Currier used a cotton based, medium to heavy weight paper depending on the folio size for his prints until the late 1860s. From about 1870, Currier and Ives used paper mixed with a small amount of wood pulp." In addition, Currier's inking process resembled a mixture of elongated splotches and dashes of ink with a few spots, a characteristic that modern reproductions would not possess.

In 1907, the firm was liquidated and most of the lithographic stones had the image removed and were sold by the pound, with some stones' final home being as land fill in Central Park. Those few stones that managed to survive intact were of large folio Clipper Ships, small folio Dark Town Comics, a medium folio "Abraham Lincoln" and a small folio "Washington As A Mason". Today, original Currier and Ives prints are much sought by collectors, and modern reproductions of them are popular decorations. Especially popular are the winter scenes, which are commonly used for American Christmas cards. In 2019 a print of Across the Continent by Fanny Palmer sold at auction for over US$60,000.
 * Currier and Ives Civil War lithographs
 * Known railroad related lithographs of Currier and Ives
 * Currier and Ives: Perspectives on America, American Public Television, Video
 * High Water in the Mississippi, 1868
 * Currier and Ives Darktown Comic Series, Albion College

Racist lithographs
Currier and Ives, because they were targeting a middle-class American customer, inadvertently created a "pictorial record" of values in the United States in the 19th century, which included contemporary racism. According to Albert Baragwanath, of the approximately 500 "comic prints" produced by Currier and Ives, "more than half of these were the so-called Darktown Comics whose humor lay in gross burlesque."

The Darktown Comics series was perennially among the bestselling of Currier and Ives' over 7000 lithographs, with at least one selling 73,000 copies via pushcarts and in shops and country stores. According to J. Michael Martinez, every one of the series was a bestseller.

Thomas Worth recreated a previous Statue of Liberty image, using an African American woman similar to the mammy figure holding a torch as part of their Darktown Comics series.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Currier and Ives


text:
Carrera family

The Carrera family of Chile became politically influential during the colonial period and played a significant role in the Chilean independence. They remained politically important throughout the 19th century.

Genealogy

 * María Nicolasa de Valdés y de la Carrera (1733–1810), first First Lady of Chile
 * Ignacio de la Carrera (1747–1819), member of Chile's first ruling junta in 1810.

The children of Ignacio de la Carrera are known in Chilean history as the Hermanos Carrera (Carrera siblings). All except Javiera were military commanders in the fight against Spanish reconquest:
 * Javiera Carrera (1771–1862), "Mother" of Chile, who sewed its first flag
 * Brigadier Juan José Carrera (1782–1818), independentist hero
 * General José Miguel Carrera (1785–1821), independentist leader, who governed Chile during its first period of independence, the Patria Vieja.
 * Colonel Luis Carrera (1791–1818), independentist hero

Other descendants also notable in their time:
 * José Miguel Carrera Fontecilla (1821–1860), leader of the Chilean Civil War of 1851
 * José Miguel Valdés Carrera (1837–1898), politician and several times minister
 * Luis Aldunate Carrera (1842–1908) politician and several times minister
 * Ignacio Carrera Pinto (1848–1882), soldier and hero of the Battle of La Concepcion during the War of the Pacific.
 * Manuel Carrera Pinto (1854–1895) politician
 * Federico Santa María Carrera (1845–1925) businessman and philanthropist
 * María Elena Carrera Villavicencio (1929), politician

The Carrera name has disappeared by way of marriage from Chilean society, but their descendants, who number in the few hundred, are socially, politically and financially prominent.

title: Carrera family


text:
Meguro Station

Meguro Station (目黒駅) is a railway station in the Kamiōsaki district of Shinagawa, Tokyo, close to the boundary with Meguro ward.

Lines
Meguro Station is served by the following lines:
 * East Japan Railway Company (JR East) Yamanote Line
 * Tokyo Metro Namboku Line - through service with Tokyu Meguro Line
 * Toei Mita Line - through service with Tokyu Meguro Line
 * Tokyu Meguro Line - through service with Tokyo Metro Namboku Line and Toei Mita Line

Station layout
The JR East part of the station consists of one island platform serving two tracks. It also has a "Midori no Madoguchi" staffed ticket office and a View Plaza travel agency. The combined Tokyu, Tokyo Metro, and Toei part of the station consists of an island platform located on the 4th basement ("4BF") level.

History
The JR East station (originally Nippon Railway station) opened on 16 March 1885. The Namboku Line and Mita Line subway station opened on 26 September 2000.

The station facilities of the Namboku Line were inherited by Tokyo Metro after the privatization of the Teito Rapid Transit Authority (TRTA) in 2004.

Half-height platform edge doors were installed on the two Yamanote Line platforms from 28 August 2010.

Station numbering was introduced to the JR East platforms in 2016 with Meguro being assigned station number "JY22".

Passenger statistics
In fiscal 2013, the JR East station was used by an average of 106,538 passengers daily (boarding passengers only), making it the 31st-busiest JR East station. Over the same fiscal year, the Tokyu station was used by an average of 248,074 passengers daily, making it the busiest station on the Meguro Line. In fiscal 2013, the Toei station was used by an average of 42,647 passengers daily (boarding passengers only). In fiscal 2013, the Tokyo Metro station was used by an average of 102,998 passengers daily. Note that the statistics consider passengers who travel through Meguro station on a through service as users of the station, even if they did not disembark at the station.

The daily passenger figures for JR East, Tokyu and Tokyo Metro in previous years are as shown below.

 * Note that JR East figures are for boarding passengers only.

title: Meguro Station


text:
User talk:Baloo rch

Hello "Baloo rch" and welcome to Wikipedia. A few tips for you:

 * Peruse Welcome, newcomers and associated pages.
 * You can experiment in the Sandbox.
 * Sign talk page entries with ~, which is automatically converted to a name and date.
 * Ask questions on Village pump.
 * Happy wikipediaing, -- Infrogmation 00:00, 6 Dec 2003 (UTC)

I had heard of Villa Las Estrellas many years ago, but didn't realize it still had long-term population. Doesn't Chile claim to have the first child ever born in Antarctica? DavidWBrooks 16:16, 9 Dec 2003 (UTC)

Here is an item I copied from the Antartic Sun, a paper printed at McMurdo Sound:

Emilio Marcos Palma was the first child born in Antarctica, January 7, 1978. Because he was born to Argentine parents on the Argentine Base Esperanza, near the tip of the Antarctic peninsula, he was declared an Argentine citizen. His unusual birthplace has brought Marcos a visit from Prince Andres of Holland, letters from presidents around the world, and an invitation to Antarctic Treaty meetings. In 1984 Juan Pablo Camacho was born at the Presidente Eduardo Frei Montalva Base, becoming the first Chilean born in Antarctica. Soon after a girl, named Gisella, was born at the same station. Eduardo Frei and Esperanza bases are the only ones in Antarctica with families living year round. The most recent population numbers available included 13 families at Eduardo Frei with 17 children younger than 14 and 10 families at Esperanza with 21 children. Most of the children living there now were born elsewhere. DavidWBrooks 17:55, 9 Dec 2003 (UTC)

Yes, it's José Miguel on the stamps, I tweaked the list. Hopefully you can do biographies for these guys? Information in English is pretty scarce, and the changing faces on the stamps probably have interesting connections to political changes that would be nice to know more about! Stan 17:40, 12 Dec 2003 (UTC)

Put the Huascar on your 'to do' list. Make sure it links to warships etc! Cheers! Wetman 18:23, 18 Dec 2003 (UTC)

Thanks for putting up José Miguel Carrera! I spiffed up the prose, added some links to things that I'd also like to see get articles. Stan 04:13, 23 Dec 2003 (UTC)

Me alegro que haya otro chileno discutiendo en los articulos relacionados con el golpe, aunque no se tu postura al respecto. Ya estaba aburrido de estos gringos convecidos de que nada pasa en el mundo sin que su CIA sea responsable...Saludos User:AstroNomer

Otra cosa, el el articulo de Carrera, que quisiste decir con "Alucinate with the Federal System", tener alucinaciones ocn el sistema federalista? me suena raro. --AstroNomer 07:07, Jun 2, 2004 (UTC)

Una buena forma de encontrar articulos relacionados con Chile (aunque solo los que ya esten enlazados en alguna direccion) es usar el "What links here" en el toolbox. Por ejemplo, usas eso en Chile y tienes todos los articulos que enlazan a Chile. Lo mismo con Santiago de Chile (que no estoy convencido sea el titulo correcto, pero no me he metido). Lo otro es simplemente hacer una busqueda google de Chile en toda la enciclopedia. Saludos. --AstroNomer 00:35, Jun 4, 2004 (UTC)

categories
Hola, acabo de notar tus cambios a [Isabel Allende. En principio la categoría "Chileans" es parte (a subset) de la de "Chile", entonces no sirve añadir ella a los ambos. No es algo personale (vos no sos el único) pero están ustedes pensándolo bien cómo hacer este neuvo systema de categorías? -- Viajero 20:10, 9 Jun 2004 (UTC)

Valpo en alemán
Hola Baloo. No entendiste el comment en la Wikipedia alemana. Quieres tu, que alguno traduce la version del texto de inglés a alemán porque faltan informaciónes? Stern 20:37, 20 Jun 2004 (UTC)

 * I will put the Valpo-translation to my to-do-list. I worked in most of the chilean cities articles in the german Wikipedia and put a lot of historic information from an old encyclopedia from 1888 into the articles. I would be glad if those information could spread to the english and spanish language world. Stern 21:19, 20 Jun 2004 (UTC)

 * Übrigens findest Du zumindest alle 100.000-Einwohner-Städte bereits in der de-Wikipedia: http://de.wikipedia.org/wiki/Kategorie:Ort_in_Chile Stern 00:02, 22 Jun 2004 (UTC)

Valparaíso
Late, but hopefully not too late, I tried to translate those sections from the english text to the german version de:Valparaíso which were missing. You may want to use the photos from the french Wikipedia which I also used in the german text and which are good. In the german text you will find an archaic map of the bay. Unfortunately it is in german, but perhaps you can use it. Chaopo Stern 22:05, 3 Sep 2004 (UTC)

What actually does Valparaíso mean? Is it derived from "valle" and "paraíso"? Im not sure in "Val-" Stern 11:57, 4 Sep 2004 (UTC)

Mapuches
Hola Baloo. Tú escribiste en Mapuche:

 * According to official Chilean statistics, 100% of Chilean Mapuche have some non-Mapuche ancestors and more than 90% of the general Chilean population have Native American (mostly Mapuche) ancestors on their genealogy.

Esto es muy interesante, y me gustaría saber de dónde sacaste esta información. ¿Dónde están estas estadísticas oficiales? ¿Quién las recopiló? ¿Dónde puedo consultarlas? Gracias. --Cantus 21:42, Oct 19, 2004 (UTC)

Image:Fuerte bulnes chile.jpg
Thanks for uploading Image:Fuerte bulnes chile.jpg. I notice it currently doesn't have an image copyright tag. Could you add one to let us know its copyright status? (You can use if you release it under the GFDL, or  if you claim fair use, etc.) If you don't know what any of this means, just let me know where you got the images and I'll tag them for you. Thanks so much,   – Quadell (talk) (help)   18:42, Nov 30, 2004 (UTC)

 * Another image that you uploaded is at Image:Porvernir chile I.jpg. Could you please review that one, and any others whose provenance you know?  Thanks! - Kbh3rd 18:21, 11 Dec 2004 (UTC)

Article Licensing
Hi, I've started a drive to get users to multi-license all of their contributions that they've made to either (1) all U.S. state, county, and city articles or (2) all articles, using the Creative Commons Attribution-Share Alike (CC-by-sa) v1.0 and v2.0 Licenses or into the public domain if they prefer. The CC-by-sa license is a true free documentation license that is similar to Wikipedia's license, the GFDL, but it allows other projects, such as WikiTravel, to use our articles. Since you are among the top 2000 Wikipedians by edits, I was wondering if you would be willing to multi-license all of your contributions or at minimum those on the geographic articles. Over 90% of people asked have agreed. For More Information:
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To allow us to track those users who muli-license their contributions, many users copy and paste the " " template into their user page, but there are other options at Template messages/User namespace. The following examples could also copied and pasted into your user page:

 * Option 1
 * I agree to multi-license all my contributions, with the exception of my user pages, as described below:

OR
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 * I agree to multi-license all my contributions to any U.S. state, county, or city article as described below:

Or if you wanted to place your work into the public domain, you could replace " " with "  ". If you only prefer using the GFDL, I would like to know that too. Please let me know what you think at my talk page. It's important to know either way so no one keeps asking. -- Ram-Man (comment| talk)

Image copyrights
Thanks for uploading Image:Panoramica punta arenas3.jpg. I notice it currently doesn't have an image copyright tag. Could you add one to let us know its copyright status? (You can use if you release it under the GFDL, or  if you claim fair use, etc.) If you don't know what any of this means, just let me know where you got the images and I'll tag them for you. Thanks so much,   — Edwin Stearns | Talk 20:29, 15 Dec 2004 (UTC)

ALSO:
 * Image:Cerro sombrero chile.jpg

Chilean coup of 1973
I'd be interested in your opinion at Talk:Chilean coup of 1973. - Jmabel | Talk 06:33, 13 February 2006 (UTC)

Image Tagging for Image:Punta_arenas_hill.jpg
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Chilean Independence
I saw your sandbox with the chilean independence article, and thought I'd let you know that I've translated the article "Independencia de Chile" of the Spanish wiki into English, and merged it with "Chilean War of Independence". Take a look, if you're interested! Erudy 17:59, 26 May 2006 (UTC)

Chilean edits
Hello,, since you have made several edits to articles about Chile, you may be interested in looking at the Chile-related regional notice board to pick up on other topics that need attention, or to express needs which you perceive pertaining to Chile. J A X HERE | T a l k 01:24, 26 January 2007 (UTC)

Sansanos Wikipediáticos
Que bueno encontrar otro sansano por estos lares y, que mejor que fuera ELO, tal como yo...jeje...bueno, te comento que estoy intentando perfeccionar varios artículos de mi región (Magallanes) y, me he dado cuenta que también has hecho algunos aportes por esos lados, te parece unir fuerzas? —The preceding unsigned comment was added by Kilroytech (talk • contribs) 03:19, 22 March 2007 (UTC).

Invitation to WikiProject Chile
I see that you have made a lot of contributions realted to Chile, maybe you would like to join a WikiProject about Chile. I you are interested please sign HERE. Dentren |  Ta lk  17:09, 12 April 2007 (UTC)

Image:Utfsm.png
Hello Baloo rch, an automated process has found an image or media file tagged as nonfree media, such as fair use. The image (Image:Utfsm.png) was found at the following location: User:Baloo rch/Sandbox/UTFSMbeta. This image or media will be removed per statement number 9 of our non-free content policy. The image or media will be replaced with Image:NonFreeImageRemoved.svg, so your formatting of your userpage should be fine. The image that was replaced will not be automatically deleted, but it could be deleted at a later date. Articles using the same image should not be affected by my edits. I ask you to please not re-add the image to your userpage and could consider finding a replacement image licensed under either the Creative Commons or GFDL license or released to the public domain. Please note that it is possible that the image on your page is included vie a template or usebox. In that case, please find a free image for the template or userbox. Thanks for your attention and cooperation. User:Gnome (Bot)-talk 06:00, 19 May 2007 (UTC)

Mapuche
Vistes como se desarrollo la página de los Mapuches, admiro ese pueblo ~ Moebiusuibeom-en 02:43, 16 June 2007 (UTC)

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title: User talk:Baloo rch


text:
Ebisu Station (Tokyo)

Ebisu Station (恵比寿駅) is a railway station in the Ebisu neighborhood of Tokyo's Shibuya ward, operated by East Japan Railway Company (JR East) and the Tokyo subway operator Tokyo Metro. The station is named after Yebisu Beer, which was once brewed in an adjacent brewery, and which is itself named for the Japanese deity Ebisu.

Lines
Ebisu is served by the following lines:
 * East Japan Railway Company (JR East)
 * Yamanote Line
 * Saikyō Line
 * Shōnan-Shinjuku Line
 * Tokyo Metro
 * Hibiya Line

Platforms
The JR East station consists of two island platforms serving four tracks.

Station melody
The melody known as "The Third Man Theme" (or as the "Ebisu Theme" in Japan) is played at the platforms just prior to train departures. This melody was used in Ebisu beer TV commercials. Most of the many of thousands of people who pass through the station each day probably do not realize that the song was made famous by the 1949 Orson Welles film noir, The Third Man, written by Graham Greene and featuring a very dark subject matter, the sale of fake penicillin in post-World War Vienna. The song, played on the zither by the previously unknown Austrian musician, Anton Karas, was a huge international hit in 1949 and 1950.

Platforms
The subway station has two side platforms serving two tracks.

History
The station first opened in 1901 as a freight terminal for the neighboring Yebisu Beer factory. Passenger trains began to stop at the station on 30 September 1906. The Tokyo Tamagawa tram line was extended to the station in 1927. In May 1945, the station building burned to the ground amid the bombing of Tokyo. The subway station opened on 25 March 1964 and the tram service was discontinued in 1967.

The Sapporo Brewery at Ebisu and its accompanying rail freight terminal were closed in 1982. The space was used for a "car train" service for several years before being redeveloped as the Ebisu Garden Place high-rise complex.

The Saikyo Line was extended to Ebisu in 1996. Through service to the Shonan-Shinjuku Line began in 2001, and to the Rinkai Line in 2002. Between 1996 and 2002, Ebisu served as the southern passenger terminus of the Saikyo Line, with Osaki Station being used as a turnaround point but not having passenger platforms connected to the line.

The station facilities of the Hibiya Line were inherited by Tokyo Metro after the privatization of the Teito Rapid Transit Authority (TRTA) in 2004.

Chest-height platform edge doors were introduced on the two Yamanote Line platforms from 26 June 2010, the first time that such doors were installed on a JR line other than the Shinkansen.

Station numbering was introduced to the JR East platforms in 2016 with Ebisu being assigned station numbers JA09 for the Saikyo Line, JS18 for the Shonan-Shinjuku line, JY21 for the Yamanote Line. At the same time, JR East assigned the station a 3-letter code; Ebisu was assigned the code "EBS".

Morning TH Liner services terminating at this station commenced on 6 June 2020.

Passenger statistics
In fiscal 2019, the JR East station was used by 145,805 passengers daily (boarding passengers only), making it the 20th-busiest station operated by JR East. In fiscal 2019, the Tokyo Metro station was used by an average of 117,796 passengers per day (exiting and entering passengers), making it the 30th-busiest station operated by Tokyo Metro.

The daily passenger figures for each operator in previous years are as shown below.

 * Note that JR East figures are for boarding passengers only.

title: Ebisu Station (Tokyo)


text:
Tokyo Metro

The Tokyo Metro (Japanese: 東京メトロ, Tōkyō Metoro) is a major rapid transit system in Tokyo, Japan, operated by the Tokyo Metro Co. With an average daily ridership of 6.84 million passengers, the Tokyo Metro is the larger of the two subway operators in the city; the other being the Toei Subway, with 2.85 million average daily rides.

Organization
Tokyo Metro is operated by the Tokyo Metro Co., Ltd. (東京地下鉄株式会社), a joint-stock company jointly owned by the Government of Japan and the Tokyo Metropolitan Government.

The company, founded as a part of then-Prime Minister Junichiro Koizumi's policy of converting statutory corporations into joint-stock companies, replaced the Teito Rapid Transit Authority (帝都高速度交通営団), commonly known as Eidan or TRTA, on April 1, 2004. TRTA was administered by the Ministry of Land, Infrastructure and Transport, and jointly funded by the national and metropolitan governments. It was formed in 1941 as a part-nationalization of the Tokyo Underground Railway and Tokyo Rapid Railway (now both form the Tokyo Metro Ginza Line), although its oldest lines date back to 1927 with the opening of the Tokyo Underground Railway the same year. Upon its establishment, the TRTA's legal form was a "management foundation" (経営財団), a form of entity established by the government of the wartime cabinet of the Empire of Japan with both public and private sector investments. Private sector investments to the TRTA were prohibited in 1951 when it was converted into an ordinary statutory corporation.

The other major subway operator is Tokyo Metropolitan Bureau of Transportation (Toei Subway) which is owned solely by the government of Tokyo. Tokyo Metro and Toei trains form completely separate networks, although Tokyo Metro Namboku Line and Toei Mita Line share the same track between Meguro Station and Shirokane-takanawa Station. Users of prepaid rail passes and Suica/Pasmo smart cards can freely interchange between the two networks (as well as other rail companies in the area), but fares are assessed separately for legs on each of these systems and regular ticket holders must purchase a second ticket, or a special transfer ticket, to change from a Toei line to a Tokyo Metro line and vice versa. Though, most Tokyo Metro (and Toei) line offer through service to lines outside of central Tokyo run by other carriers, and this can somewhat complicate the ticketing.

Much effort has been made to make the system accessible to non-Japanese speaking users:

 * Many train stops are announced in both English and Japanese. Announcements also provide connecting line information.
 * Ticket machines can switch between English and Japanese user interfaces.
 * Train stations are signposted in English and Japanese (in kanji and hiragana). There are also numerous signs in Chinese (in simplified characters) and Korean.
 * Train stations are now also consecutively numbered on each color-coded line, allowing even non-English speakers to be able to commute without necessarily knowing the name of the station. For example, Shinjuku Station on the Marunouchi Line is also signposted as M-08 with a red colored circle surrounding it; even if a commuter could not read the English or Japanese station names on signs or maps, they could simply look for the red line and then find the appropriately numbered station on said line. In addition, some trains have interior LCD displays which display station names in Japanese, English, Chinese, and Korean.

Many stations are also designed to help blind people as railings often have Braille at their base, and raised yellow rubber guide strips are used on flooring throughout the network.

Tokyo Metro stations began accepting contactless (RFID) Pasmo stored value cards in March 2007 to pay fares, and the JR East Suica system is also universally accepted. Both these passes also can be used on surrounding rail systems throughout the area and many rail lines in other areas of Japan. Due to the complexity of the fare systems in Japan, most riders converted to these cards very quickly even though there is an additional charge to issue it.

The Tokyo Metro is extremely punctual and has regular trains arriving 3 to 6 minutes apart most of the day and night. However, it does not run 24 hours a day. While through service with other companies complicates this somewhat, the last train generally starts at midnight and completes its service by 00:45 to 01:00, and the first train generally starts at 05:00.

Tokyo Metro indicated in its public share offering that it would cease line construction once the Fukutoshin Line was completed. That line was completed in March 2013 with the opening of the connection with the Tōkyū Tōyoko Line at Shibuya Station, allowing through service as far as Motomachi-Chūkagai Station in Yokohama. There are several lines such as the Hanzōmon Line that still have extensions in their official plans, and in the past, these plans have tended to happen, though often over several decades.

There are also some other rail project proposals in Tokyo which would involve large-scale tunneling projects, but these are unlikely to involve Tokyo Metro. The only proposal that has any suggestion of possible Tokyo Metro involvement is the prominent project proposed as a new Narita and Haneda Airport connection through a tunnel through central Tokyo to a new station adjacent to the existing Tokyo Station. This line is often described as a bypass of the current Toei Asakusa Line. It would link the Keisei Oshiage Line (with service to Narita Airport) to the Keikyu Main Line (with service to Haneda Airport) through Tokyo Station. The 400 billion yen project would be largely divided between the Tokyo metropolitan government and the Japanese central government (which is similar to the structure of Tokyo Metro) with the rail operator or operators paying the balance. The suggestion of Tokyo Metro involvement comes mostly from its description as a bypass to the Asakusa Line which might imply it to be a subway line, but the principle proposal only includes one stop in Tokyo (at Tokyo Station). The principle justification of the proposal is to reduce connection time from Narita Airport to Tokyo Station by 13 minutes, and the design of the proposal makes this much more a higher-speed rail project than a subway project (though, it would likely not be up to all of Japan's Shinkansen high-speed rail standards). Currently the only high-speed connection to the Narita Airport is the Keisei Skyliner which runs to Ueno, but there is ordinary train service between these airports using the Asakusa Line. The proposal would essentially allow the Skyliner to run to the more important Tokyo Station as well as establish a high-speed connection to the Haneda Airport. Another more recently announced project is the Tokyo Rinkai Subway Line, announced in November 2022.

Tokyo Metro also owns a number of commercial developments which mostly consist of shopping developments at major stations. It also owns the Subway Museum near Kasai Station on the Tokyo Metro Tōzai Line which opened on July 12, 1986, and features a few retired trains which once operated on the Ginza and Marunouchi Lines as well as a maintenance vehicle and some train simulators.

In 2017, Tokyo Metro opened its affiliate in Hanoi, Vietnam, which is set to be the service operator of Hanoi Metro. In February 2024, a consortium comprising Tokyo Metro, Sumitomo Corporation and Go-Ahead Group called GTS Rail Operations was among four bidders shortlisted to operate the Elizabeth line in London, UK for the period 2025–2032.

Fares
Pasmo and Suica are accepted on the Tokyo Metro, as well as on railway stations operated by other companies. Transfers between Tokyo Metro subway lines and Toei Subway lines are usually not free, but a discount is given when using the Pasmo or Suica cards to transfer between lines.

Traffic
According to the company, an average of 6.33 million people used the company's nine subway routes each day in 2009. The company made a profit of ¥63.5 billion in 2009.

Lines
Altogether, the Tokyo Metro is made up of nine lines operating on 195.1 km of route.

List of Tokyo Metro lines
Note: Line numbers are for internal usage only and not listed on subway maps. Note: Excluding the 8.3 km stretch between Wakoshi and Kotake-mukaihara shared with Yurakucho Line.

Through services to other lines
All lines except the Ginza and Marunouchi lines have trains that run through line termini onto tracks owned by other companies.

 * Namboku Line shares tracks of the section from Meguro to Shirokane-Takanawa with Toei Mita Line, 2.3 km.
 * Some of the Tōkyū Tōyoko Line express trains, instead of continuing towards Yokohama/Motomachi-Chūkagai, change course at Hiyoshi for Tōkyū Shin-Yokohama Line and share all of the through services downstream just as Tōkyū Meguro Line.

Stations

There are a total of 180 unique stations (i.e., counting stations served by multiple lines only once) on the Tokyo Metro network. Most stations are located within the 23 special wards and fall inside the Yamanote Line rail loop — some wards such as Setagaya and Ōta have no stations (or only a limited number of stations), as rail service in these areas has historically been provided by the Toei Subway or any of the various major private railways (大手私鉄).

Major interchange stations, connecting three or more Tokyo Metro lines, include the following:
 * Ginza
 * Iidabashi
 * Ikebukuro
 * Kasumigaseki
 * Kokkai-gijidō-mae / Tameike-sannō
 * Nagatachō / Akasaka-mitsuke
 * Omotesandō
 * Ōtemachi
 * Shibuya

Other major stations provide additional connections to other railway operators such as the Toei Subway, JR East, and the various private railways, including (but not limited to) the following:
 * Hibiya
 * Kita-Senju
 * Kudanshita
 * Shimbashi
 * Shinjuku
 * Shinjuku-sanchōme
 * Ueno
 * Yotsuya

Rolling stock
, Tokyo Metro operates a fleet of 2,728 electric multiple unit (EMU) vehicles, the largest fleet for a private railway operator in Japan.

600 V third rail / 1,435 mm gauge lines

 * 1000 series – Ginza Line
 * 2000 series - Marunouchi Line

1,500 V overhead / 1,067 mm gauge lines

 * 05 series – Tōzai Line
 * 07 series – Tōzai Line
 * 08 series – Hanzōmon Line
 * 8000 series – Hanzōmon Line
 * 9000 series – Namboku Line
 * 10000 series – Yūrakuchō Line, Fukutoshin Line
 * 13000 series – Hibiya Line
 * 15000 series – Tōzai Line
 * 16000 series – Chiyoda Line
 * 17000 series – Yūrakuchō Line, Fukutoshin Line
 * 18000 series – Hanzōmon Line

Trains from other operators are also used on Tokyo Metro lines as a consequence of inter-running services.

Overcrowding
As is common with rail transport in Tokyo, Tokyo Metro trains are severely crowded during peak periods. During the morning peak period, platform attendants (oshiya) are sometimes needed to push riders and their belongings into train cars so that the doors can close. On some Tokyo Metro lines, the first or last car of a train is reserved for women during peak hours.

title: Tokyo Metro


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Knight Bachelor

The title of Knight Bachelor is the basic rank granted to a man who has been knighted by the monarch but not inducted as a member of one of the organised orders of chivalry; it is a part of the British honours system. Knights Bachelor are the most ancient sort of British knight (the rank existed during the 13th-century reign of King Henry III), but Knights Bachelor rank below knights of chivalric orders. A man who is knighted is formally addressed as "Sir [First Name] [Surname]" or "Sir [First Name]" and his wife as "Lady [Surname]".

The designation "Bachelor" in this context conveys the concept of "junior in rank".

Criteria
Knighthood is usually conferred for public service; amongst its recipients are all male judges of His Majesty's High Court of Justice in England. It is possible to be a Knight Bachelor and a junior member of an order of chivalry without being a knight of that order; this situation has become rather common, especially among those recognized for achievements in entertainment. For instance, Sir Michael Gambon, Sir Mo Farah, Sir Derek Jacobi, Sir Anthony Hopkins, Sir Elton John, Sir Michael Caine, Sir Billy Connolly, Sir Barry Gibb and Sir Ian McKellen are Commanders of the Most Excellent Order of the British Empire (CBE); Sir Patrick Stewart, Sir Cliff Richard, Sir Tom Jones and Sir Van Morrison are Officers of the Most Excellent Order of the British Empire (OBE); while Sir Paul McCartney, Sir Richard Starkey (Ringo Starr), and Sir Nick Faldo are Members of the Most Excellent Order of the British Empire (MBE). None of them would be entitled to use the honorific "Sir" by virtue of their membership of the order alone, but as they are all also Knights Bachelor, they are entitled to preface their names with that title.

Honorifics and post-nominal letters
Knights Bachelor may prefix "Sir" to their forenames, and wives of Knights may prefix "Lady" to their surnames. The award originated in the Middle Ages. There are no post-nominal letters associated with the honour nor can it be awarded to women. (They are appointed Dames Commander of the Order of the British Empire instead.)

Insignia
Until 1926, Knights Bachelor had no insignia which they could wear, but in that year King George V issued a warrant authorising the wearing of a badge on all appropriate occasions by Knights Bachelor; this badge is worn on the left side of the coat or outer garment. Measuring 2+3/8 in in length and 1+3/8 in in width, it is described in heraldic terms as follows:

"Upon an oval medallion of vermilion, enclosed by a scroll a cross-hilted sword belted and sheathed, pommel upwards, between two spurs, rowels upwards, the whole set about with the sword belt, all gilt."

In 1974, Queen Elizabeth II issued a further warrant authorising the wearing on appropriate occasions of a neck badge, slightly smaller, and in miniature. In 1988, a new certificate of authentication, a knight's only personal documentation, was designed by the College of Arms.

Imperial Society of Knights Bachelor
The Imperial Society of Knights Bachelor was founded for the maintenance and consolidation of the Dignity of Knights Bachelor in 1908, and obtained official recognition from the Sovereign in 1912. The Society keeps records of all Knights Bachelor, in their interest.

Equivalence
There is no female counterpart to Knight Bachelor. The lowest knightly honour that can be conferred upon a woman is Dame Commander of the Most Excellent Order of the British Empire (DBE), which is one rank higher than Knight Bachelor (being the female equivalent of KBE or Knight Commander of the Most Excellent Order of the British Empire, which is the next male knightly rank above Knight Bachelor).

Only citizens of Commonwealth realms can be created Knights Bachelor; people of other nationalities are generally made honorary KBEs.

title: Knight Bachelor


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Hide

Hide or hides may refer to:

Common uses

 * Hide (skin), the cured skin of an animal
 * Bird hide, a structure for observing birds and other wildlife without causing disturbance
 * Gamekeeper's hide or hunting hide or hunting blind, a structure to hide in when viewing or hunting wildlife
 * Hide (unit), a unit of land area or land-based tax assessment used in early medieval England
 * Hide-and-seek, the children's game
 * A lair, a structure or object for animals to hide within, in some cases necessary to that animal's habit/lifestyle

People

 * Hide (surname)
 * Hide (musician) (1964–1998), musician from the band X Japan
 * Hirata Hide (平田 ヒデ), Japanese politician
 * Hidehiko Hoshino (born 1966), musician from the band Buck-Tick
 * Hide Kawanishi (川西 英), Japanese painter
 * Hide Koga (古賀 英彦), Japanese multifaceted career in professional baseball
 * Hidé Ishiguro (石黒 ひで), Japanese analytic philosopher
 * Hide Mineshima (峰出番島 秀), Japanese discus thrower
 * Hide Vitalucci (ヒデ・ケンゲイ・ヴィタルッシー), Japanese professional footballer

Film and TV

 * The Hide, a 2008 thriller film based on the stage play The Sociable Plover by Tim Whitnall
 * Hide, a 2008 action film starring Rachel Miner
 * Hide, a 2011 television film directed by John Gray
 * "Hide" (Doctor Who), 2013 episode
 * Hide (TV series), a 2024 South Korean television series

Music

 * Hide album by The Bloody Beetroots 2013
 * Hide (album), a 2010 album by experimental band Foetus

Songs

 * "Hide" (Creed song), a 2002 song from the album Weathered by Creed
 * "Hide" (Joy Williams song), from the album Genesis
 * "Hide", a song by Dinosaur Jr. from their 1993 album Where You Been
 * "Hide", a song by Scott Grimes from his 2010 album Drive
 * "Hide", a song by Ty Herndon from his 2005 album Right About Now

Other uses

 * Hides gas field, Papua New Guinea

title: Hide


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Gelatinous cube

A gelatinous cube is a fictional monster from the Dungeons & Dragons fantasy role-playing game. It is described as a ten-foot cube of transparent gelatinous ooze, which is able to absorb and digest organic matter.

Creative origins
Oozes are relatively common antagonists in fantasy fiction; in addition to the oozes of Dungeons & Dragons, examples include the monster from the film The Blob (1958), slime in Dragon Quest, and flan in Final Fantasy. These fictional oozes may have been inspired by microscopic organisms such as amoebae, which, like oozes, can consume organic matter by engulfing it (phagocytosis).

The gelatinous cube is an original invention of Gary Gygax, rather than being inspired by outside sources and adapted to the roleplaying setting, as were many mythological monsters such as the minotaur and dryad, all of which appeared in the 1974 Monsters & Treasure book of the original boxed set.

Being a cube that is a perfect ten feet on each side, it is specifically and perfectly "adapted" to its native environment, the standard, 10 ft by 10 ft dungeon corridors which were ubiquitous in the earliest Dungeons & Dragons modules.

Publication history
The gelatinous cube first appeared in the original Dungeons & Dragons "white box" set (1974), and its first supplement, Greyhawk (1975).

The gelatinous cube appeared in the Dungeons & Dragons Basic Set (1977, 1981, 1983). The gelatinous cube also appeared in the Dungeons & Dragons Rules Cyclopedia (1991).

The gelatinous cube appeared in first edition Advanced Dungeons & Dragons in the original Monster Manual (1977). The creature was further developed in Dragon #124 (August 1987). Published first edition Advanced Dungeons & Dragons adventures which included gelatinous cubes as adversaries that the player characters encounter included "The Ruins of Andril", published in Dragon #81.

The gelatinous cube appeared in second edition in Monstrous Compendium Volume One (1989), and the Monstrous Manual (1993) under the "ooze/slime/jelly" heading.

Under the ooze entry, the gelatinous cube appears in the third edition Monster Manual (2000), the 3.5 revised Monster Manual (2003), the fourth edition Monster Manual (2008), the Monster Vault (2010), and the fifth edition Monster Manual (2014).

Other publishers
The gelatinous cube is fully detailed in Paizo Publishing's book Dungeon Denizens Revisited (2009), on pages 16–21.

Ecology
A gelatinous cube looks like a transparent ooze of mindless, gelatinous matter in the shape of a cube. The cube's transparency coupled with a dimly-lit dungeon gives it the element of surprise to engulf unsuspecting beings, and only an alert adventurer will notice the cube. The cube slides through dungeon corridors, being able to mold its body to flow around objects and fit through narrow passages and then returning to its original shape once enough space is available. A cube will absorb everything in its path, with its acidic digestive juices dissolving everything organic and secreting non-digestible matter in its wake. David M. Ewalt, in his book Of Dice and Men, describes the gelatinous cube as "a dungeon scavenger, a living mound of transparent jelly", The Ashgate Encyclopedia of Literary and Cinematic Monsters called it a "dungeon clean up crew", well adapted to this unique fictitious ecosystem.

Reception
Tyler Linn of Cracked.com identified the gelatinous cube as one of "15 Retarded Dungeons and Dragons Monsters" in 2009, stating: "Unless an encounter plays out exactly like the steamroller scene in Austin Powers, we fail to see how the Gelatinous Cube ever kills anybody who's not either glued to the floor or fast asleep. In fact, we're pretty sure the Dungeon Master's Guide reads: The first player to ask "Can't I just get out of the way?" automatically defeats the Gelatinous Cube." Although that line was humorous in intent, this option is not available in the game's standard 10-feet corridors, which the gelatinous cube is tailored to.

Rob Bricken from io9 named the gelatinous cube as the 5th most memorable D&D monster.

Chris Sims of the on-line magazine ComicsAlliance stated of the gelatinous cube that "there can be no question of what is the greatest monster" in D&D, calling the gelatinous cube "amazing".

The Ashgate Encyclopedia of Literary and Cinematic Monsters called the gelatinous cube one of the "iconic monsters" of the D&D game.

Levi R. Bryant calls the gelatinous cube "irksome and dangerous", "populating many a dungeon".

In other media

 * Gelatinous cubes have appeared in the television series Adventure Time by Pendleton Ward. They also appear in several video games, including NetHack, and Baldur's Gate: Dark Alliance.
 * A gelatinous cube appears in the 2017 episode "The Serfsons", the season premiere of the twenty-ninth season of the animated television series The Simpsons.
 * A gelatinous cube appears in the 2020 Pixar Animation Studios film Onward. The film's credits include a thanks to Wizards of the Coast for allowing them to use the Beholder and the gelatinous cube.
 * A gelatinous cube appears in the 2023 film Dungeons & Dragons: Honor Among Thieves. The film's release is accompanied by a Hasbro-produced action figure of such a cube in 1/12 (6-inch) scale.
 * A gelatinous cube appears in the Saturday Morning Adventures limited comic series to the Dungeons & Dragons animated series.

title: Gelatinous cube


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List of Panamanians

This is a list of Panamanian people who are famous or notable and were either born in Panama or have Panamanian ancestry.

Activists

 * Gilberto Gerald, LGBT rights and AIDS activist
 * Lamar Bailey Karamañites, filmmaker and activist
 * Diwigdi Valiente, Guna climate activist

Artists

 * Chafil Cheucarama, Wounaan carver, illustrator, and painter
 * Carlos Francisco Chang Marín, folk artist
 * Antonio Jose Guzman, artist
 * José Luis Rodríguez Pittí, poet and artist
 * Pablo Runyan, painter
 * George Scribner, artist, director, animator
 * Alfredo Sinclair, painter
 * Olga Sinclair, painter
 * Guillermo Trujillo, painter
 * Alicia Viteri, painter

Beauty queens and fashion models

 * Ester Cordet, former Playboy Playmate of the Month
 * Gloria Karamañites, first Afro-Panamanian winner of Miss Panama
 * Patricia de León, former Señorita Panamá, actress, LGBT activist
 * Justine Pasek, former Miss Universe
 * Ana Orillac, former Señorita Panamá
 * Stefanie de Roux, TV host and former Señorita Panamá
 * Rachel Smith, former Miss USA

Business

 * Ursula M. Burns, CEO of Xerox
 * Pedro Heilbron, CEO of Copa Airlines
 * Karl Kani, urban fashion designer (Panamanian father)
 * Julio Mario Santo Domingo, Colombian-American businessman, diplomat (born in Panama)
 * Fernando Wong, landscape designer

Entertainment

 * Sharon Aguilar, musician/composer
 * Akinyele, rapper (Panamanian mother)
 * Tatyana Ali, actress, calypso singer, and composer (Panamanian mother)
 * Nancy Ames, singer
 * Tanya Aparicio, pianist
 * Tyson Beckford, model (maternal grandmother born in Panama)
 * Aloe Blacc, singer
 * Pop Smoke, rapper (Panamanian father)
 * Rubén Blades, singer, actor, former Minister of Tourism
 * Miguel Bosé, Spanish actor and singer (born in Panama)
 * Jordana Brewster, actress
 * Rod Carrillo, house and Latin music producer, label owner (born in Panama)
 * Casanova, rapper
 * Billy Cobham, drummer for Mahavishnu Orchestra
 * Melissa De Sousa, American actress (Panamanian heritage)
 * Edgardo Diaz, music producer (Menudo) (born in Panama)
 * Erika Ender, musician/composer
 * La Factoría, Spanish reggae duo
 * Flex, Spanish reggae artist
 * Gaitanes, singers, musical producers, composers
 * Carlos Garnett, jazz saxophonist
 * El General, Spanish reggae artist
 * Hansen, Youtuber
 * Margarita Henríquez, singer
 * Lori Heuring, actress
 * Clark Kent, rap music producer
 * Vincent Laresca, actor
 * Gladys de la Lastra, drummer, composer, and musician
 * Eddy Lover, Spanish reggae artist
 * Makano, Spanish reggae artist
 * Tony Moro, bolero and chachacha singer
 * Jaime Murrell, singer
 * Uncle Murda, rapper
 * Nando Boom, reggae artist
 * Danilo Pérez, jazz pianist, producer, composer
 * José Quintero, Broadway director
 * Los Rabanes, reggae-rock band
 * J. August Richards, actor
 * Coco Rodriguez, singer, actress
 * José Luis Rodríguez Vélez, orchestra director, clarinetist, composer
 * Daphne Rubin-Vega, actress and singer
 * Samy y Sandra Sandoval, singer, musician
 * Sech, singer-songwriter, rapper, and producer
 * DJ Spinna, record producer and DJ (Panamanian roots)
 * Santiago Stevenson, singer, composer, ordained minister
 * Alexis Texas, American adult film actress
 * Tessa Thompson, actress and singer (Panamanian father)
 * Ingrid de Ycaza, singer
 * Aaron Zebede, actor, director and producer

Historical figures

 * Bayano, rebel slave
 * Floyd Britton, political dissident
 * Edward Ashton Gaskin Stuart, educator and labor leader
 * Victoriano Lorenzo, politician and national hero
 * Marta Matamoros, trade unionist
 * Juan Materno Vásquez de León, lawyer and professor
 * Luis Anderson McNeil, former labor minister
 * Jerónimo de la Ossa, poet, wrote national anthem
 * Belisario Porras, former president
 * Urracá, chieftain

Journalism

 * Escolastico Calvo, journalist
 * Gwen Ifill, television correspondent and host
 * Gustavo Adolfo Mellander, academic journalist
 * Juan Williams, television correspondent

Literature

 * Rosa María Britton, writer
 * Carlos Fuentes, Mexican writer (born in Panama)
 * Gloria Guardia, novelist and essayist
 * Demetrio Korsi, poet, journalist and diplomat
 * Ricardo Miró, poet
 * Rogelio Sinán, poet and writer
 * José Luis Rodríguez Pittí, writer and photographer
 * Consuelo Tomás, writer
 * Neil Raymond Ricco, Spanish-Italian American poet and writer (born in Panama)

Politics

 * Arnulfo Arias Madrid, former president
 * Harmodio Arias Madrid, former president
 * Nicolás Ardito Barletta, former president
 * Antonio Dominguez Richa, diplomat and politician
 * Guillermo Endara, former president
 * Adrian Fenty, former mayor of Washington, D.C. (Panamanian father)
 * Esteban Huertas, independence fighter
 * Jorge Illueca, diplomat and politician
 * Julio E. Linares, former Treasury Minister (1963–1964) and Foreign Minister (1989–1993)
 * Ricardo Martinelli, former president
 * John McCain, United States politician (born in Panama)
 * Mireya Moscoso, former president
 * Norberto Navarro, Minister of Public Works under three presidents, 1940s-50s. Founded the PRI party.
 * Manuel Antonio Noriega, former dictator
 * Carlos Ozores, former first vice president
 * Ana Paredes Arosemena, former First Lady of Ecuador
 * Rubén Darío Paredes del Río, former military ruler
 * Ernesto Pérez Balladares, former president
 * Belisario Porras, former president
 * José Antonio Price, physician and politician
 * Emilio Sempris, former Minister of Environment
 * Dudley Thompson, Jamaican Pan-Africanist, politician and diplomat
 * Martín Torrijos Espino, former president
 * Omar Torrijos, former dictator
 * Franklin U. Valderrama, United States district judge (born in Panama)
 * Juan Carlos Varela, former president

Scientists and academics

 * Reina Torres de Araúz, anthropologist, ethnographer, professor

Baseball

 * Juan Berenguer, professional baseball player
 * Johan Camargo, professional baseball player
 * Rod Carew, professional baseball player
 * Bruce Chen, professional baseball player
 * Manuel Corpas, professional baseball player
 * Einar Díaz, professional baseball player
 * Roberto Kelly, baseball player
 * Carlos Lee, professional baseball player
 * Héctor López, professional baseball player
 * José Macías, professional baseball player
 * Ramiro Mendoza, professional baseball player
 * Orlando Miller, professional baseball player
 * Ramiro Mendoza, professional baseball player
 * Orlando Miller, professional baseball player
 * Ben Oglivie, professional baseball player
 * Mariano Rivera, professional baseball player
 * Rubén Rivera, professional baseball player
 * Humberto Robinson, major league baseball player
 * Davis Romero, professional baseball player
 * Carlos Ruiz, professional baseball player
 * Olmedo Sáenz, professional baseball player
 * Manny Sanguillén, professional baseball player
 * Rennie Stennett, professional baseball player
 * Ruben Tejada, professional baseball player

Soccer

 * Edwin Aguilar, soccer player
 * Michael Amir Murillo, soccer player
 * Andrés Andrade Cedeño, soccer player
 * Felipe Baloy, soccer player
 * Édgar Bárce
 * Yoel Bárcenas, soccer player
 * Adalberto Carrasquilla, soccer player
 * Roberto Corbin, soccer player
 * Harold Cummings, soccer player
 * Jorge Dely Valdés, soccer player
 * Gabriel Enrique Gómez, soccer player
 * Luis Ernesto Tapia, soccer player
 * Rommel Fernández, soccer player
 * Aníbal Godoy, soccer player
 * Carlos Harvey, soccer player
 * Kevin Kurányi, German soccer player
 * Roberto Nurse, soccer player
 * Jaime Penedo, soccer player
 * Blas Pérez, soccer player
 * Luis Antonio Rivera, soccer player
 * Arturo Tejada, soccer player
 * Luis Tejada, soccer player
 * Román Torres, soccer player

Others

 * Pedro Alcazar, world boxing champion
 * Leonardo Barker, professional American football player
 * Reginald Beckford, sprinter
 * William Bedford, former basketball player
 * Rolando Blackman, former basketball player
 * Panama Al Brown, world boxing champion, first Hispanic world champion in history
 * Lorenzo Charles, professional basketball player (Panamanian parents)
 * Eileen Coparropa, Olympic swimmer
 * Ed Cota, basketball player
 * Kevin Daley, basketball player and Harlem Globetrotter
 * Frank Davis, professional football player
 * Roberto Durán, world boxing champion
 * Gary Forbes, professional basketball player
 * Alfonso Frazer, world champion boxer
 * Rubén Garcés, former basketball player
 * Stuart Gray, professional basketball player
 * Reggie Grenald, professional basketball player
 * Darius Holland, professional American football player
 * George Headley, cricket player
 * Leroy Jackson, professional basketball player
 * Guillermo Jones, professional boxer
 * Bayano Kamani, track and field athlete
 * Lloyd La Beach, first Olympic medal winner from Panama
 * Bobby Lashley, professional wrestler and former mixed martial arts fighter
 * Jorge Luján, boxer
 * Ernesto Marcel, professional boxer
 * Donovan Mitchell, professional basketball player
 * Eusebio Pedroza, former world boxing champion
 * Laffit Pincay, Jr., horse jockey
 * Irving Saladino, former World and Olympic track and field champion
 * Roberto Vásquez, professional boxer
 * Veneno, professional wrestler
 * Roberto Wallace, professional football player
 * Oscar Willis Layne, cyclist
 * Hilario Zapata, professional boxer

Other

 * Princess Angela of Liechtenstein, member of the Royal House of Liechtenstein
 * Jorge Cham, webcomic producer, author and cartoonist of PhD comics

title: List of Panamanians